JP2012062802A - Control device of on-vehicle internal combustion engine - Google Patents

Abstract

An internal combustion engine is prevented from being automatically started based on incorrect crank angle information, and exhaust characteristics are deteriorated or automatic starting cannot be completed normally. An object of the present invention is to provide a control device for a vehicle-mounted internal combustion engine that can be used.
An electronic control device 100, which is a control device for an in-vehicle internal combustion engine according to the present invention, outputs a cam angle signal based on the rotational phase even when the camshafts 60 and 70 are stopped. Cam position sensors 106 and 107 are provided. The electronic control unit 100 compares the crank angle range estimated from the output cam angle signal with the stored crank counter value after the crankshaft 50 is stopped, and stores the stored crank counter. When the value of is out of the estimated crank angle range, the start in the normal start mode is executed without using the stored crank counter value.
[Selection] Figure 1

Description

  The present invention relates to a control device for an in-vehicle internal combustion engine having an idling stop function.

  A so-called idling stop function that automatically stops the engine operation regardless of the driver's operation when the operation stop condition is satisfied, and then automatically starts the internal combustion engine when the operation stop condition is not satisfied A vehicle equipped with is known.

  Generally, when starting an internal combustion engine, cranking is performed by rotating a crankshaft by a starter motor, and missing teeth are detected by a crank position sensor while the crankshaft is rotated by cranking. Then, after cylinder discrimination by missing tooth detection is completed, individual fuel injection and ignition for each cylinder are executed according to the crank angle, which is the rotation angle of the crankshaft.

  On the other hand, in an in-vehicle internal combustion engine having an idling stop function, information on the crank angle when the crankshaft is stopped due to the automatic stop is stored, and is stored at the time of automatic start. There is one in which individual fuel injection and ignition are performed on each cylinder from the start of startup with reference to information on the crank angle.

  In this way, if individual fuel injection and ignition are executed for each cylinder from the start of startup and a driving force is generated by combustion, restart of the internal combustion engine can be completed quickly. Therefore, when the vehicle restarts from the temporarily stopped state at the intersection, the internal combustion engine can be quickly started to start the vehicle quickly.

  By the way, when an abnormality occurs in the crank position sensor that detects the crank angle, and the actual crank angle cannot be accurately grasped based on the crank angle detected by the crank position sensor, automatic pause is performed. Incorrect crank angle information is stored when the crankshaft is stopped.

  If the stored crank angle information is incorrect, fuel injection and ignition are controlled based on the incorrect crank angle information during automatic startup. As a result, fuel cannot be injected into each cylinder at an appropriate timing, or ignition cannot be performed at an appropriate timing, exhaust properties associated with automatic startup deteriorate, or the internal combustion engine is normally restarted. You might not be able to do it.

  On the other hand, Patent Document 1 describes a control device provided with a crank position sensor that can detect not only the crank angle but also the rotation direction of the crankshaft. In this control apparatus, whether or not an abnormality has occurred in the crank position sensor based on whether or not the rotation direction of the crankshaft detected by the crank position sensor matches the actual rotation direction of the crankshaft. Determine whether. If it is determined that an abnormality has occurred in the crank position sensor, the automatic stop and automatic start by the idling stop function are stopped, cranking is performed, and each cylinder is determined. The internal combustion engine is started by a normal starting mode in which individual fuel injection and ignition are performed on the cylinders.

  If such a configuration is adopted, an abnormality has occurred in the crank position sensor, and when there is a high possibility that the crank angle information detected by the crank position sensor is incorrect, it is based on the incorrect crank angle information. Automatic startup will not be executed. Therefore, it is possible to suppress deterioration of exhaust properties due to execution of automatic activation based on incorrect information and failure of automatic activation.

JP 2009-24548 A

  However, in the control apparatus for an internal combustion engine described in Patent Document 1, it is possible to determine abnormality if the crankshaft is not rotating at a rotational speed at which the rotational direction can be detected. Can not. Therefore, an abnormality cannot be detected unless the crankshaft continues to rotate, and the abnormality cannot be detected if an abnormality occurs in the sensor immediately before the engine stops.

  In addition, when the rotation direction of the crankshaft detected by the crank position sensor matches the actual rotation direction of the crankshaft, it is not determined that an abnormality has occurred. Therefore, when a deviation occurs between the information on the crank angle detected by the crank position sensor and the actual crank angle due to the influence of noise or the like, the abnormality cannot be detected.

  In other words, when an abnormality that cannot be detected by the method of monitoring the rotation direction of the crankshaft occurs, even the control device for the internal combustion engine described in Patent Document 1 is based on incorrect crank angle information. There is a possibility that the automatic activation is executed and the exhaust property is deteriorated or the automatic activation cannot be completed normally.

  The present invention has been made in view of the above circumstances, and its purpose is that when there is a deviation in the information of the crank angle detected by the sensor due to the influence of noise or the like, or just before the rotation of the crankshaft stops. An object of the present invention is to provide a control device for an on-vehicle internal combustion engine that can detect even when an abnormality occurs in a sensor. As a result, it is possible to prevent the internal combustion engine from being automatically started based on incorrect crank angle information, and to prevent the exhaust properties from deteriorating or being unable to complete automatic startup normally. Is the purpose.

In the following, means for achieving the above object and its effects are described.
According to the first aspect of the present invention, the crank angle is detected by counting the pulse signal that is output every time the crankshaft rotates by a certain angle, while the engine operation is automatically stopped when the stop condition is satisfied. In addition, information on the crank angle detected when the crankshaft is stopped due to the suspension of operation is stored, and when the suspension condition is not satisfied, the stored information on the crank angle is stored. A control device for an on-vehicle internal combustion engine having an idling stop function for automatically starting the internal combustion engine while performing individual fuel injection and ignition to the cylinder, and the camshaft rotation phase is adjusted even when the camshaft is stopped. Cam position sensor that can output the cam angle signal based on the cam position after the crankshaft stops The crank angle range estimated based on the cam angle signal output from the sensor is compared with the stored crank angle information, and the stored crank angle information is output from the cam position sensor. Individual fuel injection for each cylinder after cylinder discrimination is made without using the stored crank angle information when the crank angle is deviated from the estimated crank angle range. And a control device for an in-vehicle internal combustion engine that performs start-up in a normal start-up mode that performs ignition.

  In the above configuration, the possible range of the crank angle is estimated with reference to the cam angle signal output based on the rotational phase of the camshaft that rotates with the crankshaft. If the stored crank angle information is out of the estimated crank angle range, individual fuel injection and ignition are performed for each cylinder after cylinder discrimination is made without using that information. The starting by the normal starting mode to perform is performed.

  The value of the cam angle signal output based on the rotational phase of the camshaft that rotates with the crankshaft and the crank angle have a certain correlation with each other. Therefore, when the stored crank angle information is out of the range of the crank angle estimated based on the rotational phase of the camshaft that rotates with the crankshaft, the stored crank angle information is incorrect. It is estimated that

  Therefore, when the stored crank angle information is out of the range of the crank angle estimated based on the cam angle signal, the stored crank angle is described. Adopting a configuration in which the startup according to the normal startup mode is executed without using this information can prevent the automatic startup from being executed based on erroneous information.

  In addition, a cam position sensor that can output a cam angle signal based on the rotation phase of the camshaft is provided even when the camshaft is stopped. The crank angle range is estimated based on the cam angle signal, and it is determined whether or not the crank angle information is included in the range. Therefore, by monitoring the rotation direction of the crankshaft, such as when an abnormality occurs in the sensor for detecting the crank angle immediately before the crankshaft stops, or when the crank angle shifts due to the influence of noise, etc. Even when an abnormality that cannot be detected when the occurrence of abnormality is determined, it is possible to detect that there is a shift in the crank angle information.

  Therefore, according to the first aspect of the present invention, when there is a deviation in the information on the crank angle detected by the sensor due to the influence of noise or the like, or there is an abnormality in the sensor immediately before the crankshaft rotation stops. Even if it occurs, it can be detected. As a result, it is possible to prevent the internal combustion engine from being automatically started based on the wrong crank angle information, and the exhaust properties may be deteriorated or the automatic start may not be completed normally. It becomes possible to suppress.

  According to a second aspect of the present invention, immediately after the crankshaft is stopped and the crank angle information is stored, the stored crank angle information and the cam angle signal output from the cam position sensor are used. The stored crank angle information is out of the estimated crank angle range based on the cam angle signal output from the cam position sensor. In this case, the control apparatus for the on-vehicle internal combustion engine according to claim 1, wherein the start by the normal start mode is started based on the determination.

  Further, in the invention according to claim 3, when the rest condition is not satisfied after the crankshaft is stopped and the crank angle information is stored, the stored crank angle information; The crank angle range estimated based on the cam angle signal output from the cam position sensor is compared, and the stored crank angle information is added to the cam angle signal output from the cam position sensor. 2. The on-board internal combustion engine control device according to claim 1, wherein, when the crank angle is deviated from the range estimated based on the determination, the start in the normal start mode is started based on the determination.

  As described in claim 2, immediately after the crankshaft is stopped and the crank angle information is stored, the crank angle information is included in the crank angle range estimated based on the cam angle signal. If it is determined whether the crank angle information is out of the estimated crank angle range, the normal start control is performed based on the crank angle information. When the angle information is out of the estimated crank angle range, the engine operation is resumed by the normal start control, and the engine operation is continued.

  Therefore, the vehicle can be started promptly when restarting thereafter. That is, it is possible to accurately avoid a situation where the engine operation cannot be resumed normally when the stop condition is no longer satisfied, and the vehicle cannot be restarted promptly.

  On the other hand, as described in claim 3, it is determined whether or not the crank angle information is included in the crank angle range estimated based on the cam angle signal when the rest condition is no longer satisfied. In the case of adopting a configuration in which starting is performed according to a normal starting mode when it is determined that the crank angle information is out of the estimated crank angle range, an incorrect crank angle is adopted. Since the automatic start based on the information of the engine is not executed and the start in the normal start mode is executed, the time required for the restart than the case where the internal combustion engine is started by the normal automatic start based on the correct crank angle information However, the internal combustion engine can be restarted accurately.

  Therefore, automatic start based on incorrect crank angle information can be prohibited while reducing fuel consumption by idling stop, and exhaust properties deteriorate due to automatic start based on incorrect crank angle information. It is possible to prevent the startup from being completed normally.

  The stored crank angle information is also used when the crankshaft moves during an operation stop by the idling stop function and the actual crank angle does not correspond to the stored crank angle information. Rebooting is performed through normal start control without using the. For this reason, even if there is a deviation in the crank angle information during shutdown, the automatic startup based on the wrong crank angle may deteriorate the exhaust properties or make it impossible to complete the automatic startup normally. It becomes possible to suppress.

  Invention of Claim 4 is a control apparatus of the vehicle-mounted internal combustion engine as described in any one of Claims 1-3, Comprising: The said cam position sensor is fixed to a cam shaft, and it has several in the peripheral part. A first signal is output when the object to be detected is disposed in a position where it can face the object to be detected around the sensor plate provided with the object to be detected. Is a control device for an on-vehicle internal combustion engine that outputs a second signal when the engine is separated and estimates the crank angle range based on the type of cam angle signal output from the cam position sensor. .

  According to the above configuration, when the first signal is output from the cam position sensor, it can be detected based on the first signal that the detected object is close to the cam position sensor. On the other hand, when the second signal is output from the cam position sensor, it can be detected that the detected object is separated from the cam position sensor based on the second signal. Therefore, the rotational phase of the camshaft can be detected based on the type of cam angle signal output from the cam position sensor, and the range that the crank angle can take can be estimated based on the detected phase.

  According to a fifth aspect of the present invention, in the control device for an in-vehicle internal combustion engine according to the fourth aspect, the sensor plate has a plurality of detected bodies, each having a size of an occupied range in the circumferential direction of the sensor plate. The gist of the present invention is to have different objects to be detected.

  When the engine rotational speed is constant, that is, when the rotational speed of the sensor plate fixed to the camshaft that rotates with the crankshaft is constant, the detected object with a wider occupation range is closer to the cam position sensor. The detection period of the first signal becomes longer. On the other hand, the detection period of the first signal becomes shorter as the detected object having a narrow occupation range is closer to the cam position sensor.

  Therefore, if the sensor plate includes a plurality of detection bodies each having a different size in the circumferential direction of the sensor plate as in the invention described in claim 5, the rotation of the sensor plate As a result, the change pattern of the cam angle signal detected changes according to the size of the occupied range of the detected object passing in front of the cam position sensor. Therefore, by recognizing the change pattern of the cam angle signal that is output, it is possible to determine which detected object is in the rotational phase facing the cam position sensor, and to determine the rotational phase of the camshaft more quickly and accurately. It can be detected. Therefore, the crank angle range can be estimated more quickly and accurately based on the cam angle signal.

  According to a sixth aspect of the present invention, there is provided a plurality of the cam position sensors, and the crank angle range is estimated according to a combination pattern of cam angle signals output from each cam position sensor with a phase shifted. Or it is a control apparatus of the vehicle-mounted internal combustion engine of Claim 5.

  If the camshaft rotation phase is detected in accordance with the cam angle signal combination pattern output with the phase shifted and the crank angle range is estimated as in the above configuration, it will respond to the change in the rotation phase. Thus, the number of combinations of cam angle signals output from each cam position sensor increases, and the resolution of the range of crank angles that can be estimated increases accordingly.

  That is, the rotational phase of the camshaft can be detected with higher accuracy than when detecting the rotational phase according to the type of cam angle signal output from one cam position sensor, and the crank can be detected with higher accuracy. It is possible to estimate the range that the value of the corner can take.

  Specifically, as described in claim 7, the first sensor plate fixed to the intake camshaft and the first sensor plate fixed to the exhaust camshaft in a phase shifted state from the first sensor plate. A second sensor plate, a first cam position sensor disposed around the first sensor plate, and a second cam position sensor disposed around the second sensor plate. The crank angle range is estimated according to a combination pattern of the cam angle signal output from the first cam position sensor and the cam angle signal output from the second cam position sensor. You can do it.

  According to the eighth aspect of the invention, the crank angle is detected by counting the pulse signal that is output every time the crankshaft rotates by a certain angle, and the engine operation is automatically stopped when the stop condition is satisfied. In addition, information on the crank angle detected when the crankshaft is stopped due to the suspension of operation is stored, and when the suspension condition is not satisfied, the stored information on the crank angle is stored. A control device for an on-vehicle internal combustion engine having an idling stop function for automatically starting the internal combustion engine while performing individual fuel injection and ignition to the cylinder, and the camshaft rotation phase is adjusted even when the camshaft is stopped. It is equipped with a cam position sensor that can output a cam angle signal based on it and is stored after the crankshaft is stopped It is determined whether or not the stored crank angle information is correct by comparing the rank angle information with the crank angle estimated based on the cam angle signal output from the cam position sensor. However, when it is determined that it is not correct, the normal start mode in which individual fuel injection and ignition are performed for each cylinder after the cylinder determination is made without using the stored crank angle information. It is a control apparatus of the vehicle-mounted internal combustion engine which performs a start.

  The crank angle information estimated based on the cam angle signal is not limited to the method of comparing the stored crank angle with the stored crank angle. It is determined whether or not there is a crank angle information, and when it is determined that the crank angle information is incorrect, the stored information is not used, and the start in the normal start mode is performed. You can also. Even when such a configuration is adopted, it is possible to prevent the internal combustion engine from being automatically started based on erroneous crank angle information, as in the case of claim 1 above, and the exhaust properties may deteriorate, It becomes possible to prevent the startup from being completed normally.

The schematic diagram which shows the relationship between the electronic control apparatus concerning one Embodiment of this invention and the various sensors which detect the state of each part of an engine, and the relationship between the electronic control apparatus and each engine part which is the control object. (A) is a schematic diagram which shows the relationship between a crank position sensor and a timing rotor, (b) is an output waveform of the signal output from a crank position sensor. (A) is a schematic diagram which shows the relationship between a cam position sensor and a sensor plate, (b) is the output waveform of the cam angle signal output from a cam position sensor. The timing chart which shows the relationship between the pulse signal based on the signal output from a crank position sensor, and a crank counter, and the relationship between the crank counter and a cam angle signal. The flowchart which shows the flow of a series of processes concerning the abnormality determination routine at the time of an operation stop. The flowchart which shows the flow of a series of processes concerning the abnormality determination routine at the time of restart. The time chart which shows the change aspect of the driving | running state when the shift | offset | difference has not arisen in the crank counter. The time chart which shows the change aspect of the driving | running state when a shift | offset | difference arises in a crank counter just before an engine stop. The time chart which shows the change aspect of the driving | running state when a shift | offset | difference arises in a crank counter during a driving | operation stop. The flowchart which shows the flow of a series of processes concerning the abnormality determination routine as a modification. The time chart which shows the change mode of the driving | running state at the time of performing the abnormality determination routine as an example of a change.

Hereinafter, an embodiment in which a control device for an in-vehicle internal combustion engine according to the present invention is embodied as an electronic control device that comprehensively controls the in-vehicle internal combustion engine will be described with reference to FIGS.
FIG. 1 is a schematic diagram showing the relationship between the electronic control device 100 according to the present embodiment and various sensors that detect the state of each part of the engine, and the relationship between the electronic control device 100 and each part of the engine that is the control target.

  The electronic control unit 100 includes a central processing unit (CPU) that executes various arithmetic processes for controlling the internal combustion engine, an arithmetic program and an arithmetic map, a read-only memory (ROM) in which various data are stored, an arithmetic result, and the like. Is provided with a random access memory (RAM) or the like for temporarily storing.

As shown in FIG. 1, the following various sensors are connected to the electronic control device 100.
The accelerator position sensor 101 detects the amount of depression of the accelerator pedal by the driver. The throttle position sensor 102 detects the throttle opening that is the opening of the electronic control throttle 30. The air flow meter 103 detects the temperature of air introduced into the internal combustion engine and the amount of intake air that is the amount thereof. The water temperature sensor 104 detects the engine cooling water temperature that is the temperature of the cooling water for cooling the internal combustion engine. The crank position sensor 105 outputs a signal corresponding to a change in the rotation angle of the crankshaft 50 that is an output shaft of the internal combustion engine. Then, the electronic control unit 100 uses the engine rotation speed indicating the rotation speed of the crankshaft 50 per unit time and the rotation angle of the crankshaft 50 based on the pulse signal obtained based on the signal output from the crank position sensor 105. A crank counter indicating a certain crank angle is calculated. The intake cam position sensor 106 outputs an intake side cam angle signal corresponding to a change in the rotation angle of the intake cam shaft 60 of the internal combustion engine. The exhaust cam position sensor 107 outputs an exhaust side cam angle signal corresponding to a change in the rotation angle of the exhaust cam shaft 70 of the internal combustion engine. The brake switch 108 detects whether or not the brake pedal is depressed. The vehicle speed sensor 109 detects the speed of the vehicle.

As shown in FIG. 1, a fuel injection valve 10, a spark plug 20, and an electronic control throttle 30 provided in an intake passage of the internal combustion engine are connected to the electronic control unit 100.
One fuel injection valve 10 is provided for each cylinder of the internal combustion engine. Each fuel injection valve 10 is opened based on a drive command output from the electronic control device 100, and fuel is injected into each cylinder.

  One spark plug 20 is provided for each cylinder, and ignites the air-fuel mixture in the combustion chamber based on an ignition command output from the electronic control device 100. The electronic control throttle 30 is driven to open and close based on a drive command output from the electronic control device 100 to adjust the intake air amount of the internal combustion engine.

Further, as shown in the lower right part of FIG. 1, the electronic control device 100 is connected to a starter motor 40 that drives the crankshaft 50 when the engine is started.
The electronic control unit 100 grasps the state of each part of the engine based on signals output from the various sensors 101 to 109 and adjusts the valve opening timing and the valve opening period of the fuel injection valve 10 and supplies them to each cylinder. The amount of fuel to be used and the fuel supply timing are controlled. Further, in order to realize efficient engine operation by good combustion, the timing of the ignition command output to the spark plug 20 is adjusted, and the ignition timing in each cylinder is adjusted. Further, the electronic control unit 100 controls the electronic control throttle 30 in order to form an ideal air-fuel ratio mixture by introducing an amount of air corresponding to the amount of fuel supplied to each cylinder into the combustion chamber. To adjust the intake air volume.

  The electronic control unit 100 controls the timing of fuel injection and ignition for each cylinder with reference to a crank counter that is calculated by counting pulse signals generated based on the signal output from the crank position sensor 105.

  Moreover, the vehicle-mounted internal combustion engine according to the present embodiment has a so-called idling stop function that automatically stops the engine operation without depending on the operation of the driver when the vehicle stops due to a signal waiting at an intersection or the like.

  The electronic control unit 100 stops the operation of the internal combustion engine through the idling stop control when a stop condition for determining stoppage due to a signal waiting or the like is established. Then, the internal combustion engine is automatically started when the rest condition is no longer satisfied.

  Since the stop condition is set to determine stoppage due to a signal waiting or the like, for example, the vehicle is stopped (the vehicle speed is “0”), and the accelerator operation amount is “0”. The requirement is that all requirements such as being present and the brake pedal being depressed are all satisfied.

  In general, when the internal combustion engine is started, cranking is performed by rotating the crankshaft 50 by the starter motor 40, and missing teeth are detected by the crank position sensor 105 while the crankshaft 50 is rotated by cranking. Is called. Then, after the cylinder discrimination by the missing tooth detection is completed, individual fuel injection and ignition for each cylinder are executed according to the crank angle.

  On the other hand, in the electronic control device 100 according to the present embodiment, the value of the crank counter when the crankshaft 50 is stopped is stored when the operation is stopped by the idling stop control. Then, at the time of automatic startup, the timing of fuel injection and ignition for each cylinder is controlled with reference to the stored crank counter value, and individual fuel injection and ignition for each cylinder are executed from the start of startup.

  In this way, if individual fuel injection or ignition is performed on each cylinder from the start of startup to generate a driving force by combustion, restart of the internal combustion engine can be completed quickly. Therefore, when the vehicle restarts from the temporarily stopped state at the intersection, the internal combustion engine can be quickly started to start the vehicle quickly.

  By the way, when an abnormality occurs in the crank position sensor 105 or noise is superimposed on an output signal, the crank counter may be displaced. If the crank counter is deviated in this way, the actual crank angle cannot be accurately grasped based on the crank counter, and an incorrect crank counter is detected when the crankshaft 50 is stopped due to the automatic stop. It will be stored in the electronic control unit 100.

  If the stored crank counter is incorrect and does not indicate the correct crank angle, fuel injection and ignition are controlled based on the incorrect crank counter during automatic startup. . As a result, fuel cannot be injected into each cylinder at an appropriate timing, or ignition cannot be performed at an appropriate timing, exhaust properties associated with automatic startup deteriorate, or the internal combustion engine is normally restarted. You might not be able to do it.

  Therefore, in the electronic control device 100 of the present embodiment, by referring to the intake side cam angle signal output from the intake cam position sensor 106 and the exhaust side cam angle signal output from the exhaust cam position sensor 107, The possible values of the crank counter are estimated, and the activation mode is changed depending on whether or not the stored crank counter value is included in the estimated range.

  Hereinafter, the configuration of the crank position sensor 105 and the cam position sensors 106 and 107 will be described in detail, and a method for calculating a crank counter and a method for estimating a range that the value of the crank counter can take will be described.

  First, the crank position sensor 105 will be described with reference to FIG. 2A shows the relationship between the crank position sensor 105 and the timing rotor 150 attached to the crankshaft 50, and FIG. 2B shows the waveform of the signal output by the crank position sensor 105. .

  As shown in FIG. 2A, a disc-shaped timing rotor 150 is attached to the crankshaft 50. Thirty-four protrusions 151 are arranged on the periphery of the timing rotor 150 at intervals of 10 °. Therefore, as shown on the right side of FIG. 2A, the timing rotor 150 is formed with one missing tooth portion 152 in which the interval between adjacent protrusions 151 is 30 °.

  The crank position sensor 105 is disposed toward the peripheral portion of the timing rotor 150 so as to face the protrusion 151 of the timing rotor 150 as shown in FIG.

  The crank position sensor 105 is an electromagnetic pickup type sensor having a coil therein. When the timing rotor 150 rotates with the rotation of the crankshaft 50, the air gap between the protrusion 151 of the timing rotor 150 and the crank position sensor 105 changes accordingly. The crank position sensor 105 outputs, as a signal, an electromotive force generated when the magnetic flux passing through the internal coil increases or decreases at this time.

  The direction of the electromotive force is reversed between when the protrusion 151 of the timing rotor 150 approaches the crank position sensor 105 and when the protrusion 151 moves away. Therefore, an AC voltage as shown in FIG. 2B is output as a signal from the crank position sensor 105 as the crankshaft 50 rotates.

  The electronic control unit 100 generates a pulse signal that is output every time the crank angle changes by 10 ° CA based on this signal, and calculates the crank counter by counting the pulse signal. When the missing tooth portion 152 passes in front of the crank position sensor 105 as the crankshaft 50 rotates, the crank angle is set to a cycle corresponding to 30 ° CA as shown in the center of FIG. The voltage will change. Therefore, when the missing tooth portion 152 passes in front of the crank position sensor 105, pulse signals are generated at intervals of 30 ° CA, and the crankshaft 50 is moved to the missing tooth portion 152 by monitoring the pulse signal. It can be detected that the corresponding rotational phase has been reached.

  In the normal starting control, the passage of the missing tooth portion 152 is detected by the electronic control unit 100, so that the crank stroke and the operation stroke in each cylinder of the internal combustion engine (the intake stroke and the compression stroke in each cylinder) are detected. Cylinder discrimination is performed to determine which state is in the combustion stroke or the exhaust stroke.

  Next, the cam position sensors 106 and 107 will be described with reference to FIG. The intake cam position sensor 106 and the exhaust cam position sensor 107 have the same configuration except that the sensor plates 160 and 170 are attached at different angles. Therefore, here, the configuration of the intake cam position sensor 106 will be described in detail, and a detailed description of the configuration of the exhaust cam position sensor 107 will be omitted.

  FIG. 3A shows the relationship between the intake cam position sensor 106 and the intake side sensor plate 160 attached to the intake cam shaft 60, and FIG. 3B shows the intake air output from the intake cam position sensor 106. The waveform of the side cam angle signal is shown.

  As shown in FIG. 3A, an intake side sensor plate 160 is attached to the intake camshaft 60. As shown in FIG. 3A, the intake side sensor plate 160 is provided with three detected bodies 161, 162, and 163 having different occupying ranges in the circumferential direction of the sensor plate 160.

  The largest first object 161 to be detected is formed so as to spread over 90 ° in the circumferential direction of the sensor plate 160. On the other hand, the smallest third object to be detected 163 is formed so as to extend over 30 ° in angle, and the second object to be detected 162 is formed so as to extend over 60 °. Yes.

  In the intake side sensor plate 160, as shown in FIG. 3A, the detected bodies 161, 162, and 163 are arranged at predetermined intervals. Specifically, the first detection target 161 and the second detection target 162 are arranged at an angle of 60 °, and the second detection target 162 and the third detection target 162 are arranged. The detector 163 is disposed at an angle of 90 °. The first detected body 161 and the third detected body 163 are arranged at an angle of 30 °.

  As shown in FIG. 3A, the intake cam position sensor 106 is directed to the peripheral portion of the intake side sensor plate 160 at a position where it can face the detected bodies 161, 162, 163 of the intake side sensor plate 160. Arranged.

  The intake cam position sensor 106 is a magnetoresistive element type sensor comprising a sensor circuit incorporating a magnet and a magnetoresistive element. When the intake side sensor plate 160 rotates along with the rotation of the intake camshaft 60, the detected bodies 161, 162, and 163 sequentially approach and separate from the intake cam position sensor 106. Thereby, the direction of the magnetic field applied to the magnetoresistive element in the intake cam position sensor 106 changes, and the internal resistance of the magnetoresistive element changes. The sensor circuit compares the magnitude relationship between the waveform obtained by converting the resistance value change into a voltage and the threshold value, and shapes the waveform into a rectangular wave based on the Lo signal that is the first signal and the Hi signal that is the second signal. Output to the electronic control unit 100.

  Therefore, an intake side cam angle signal as shown in FIG. 3B is output from the intake cam position sensor 106 as the intake cam shaft 60 rotates. When the detected bodies 161, 162, and 163 are close to the intake cam position sensor 106, the Lo signal that is the first signal is output, while the detected bodies 161, 162, and 163 are inhaled. When the cam position sensor 106 is away from the cam position sensor 106, a Hi signal that is a second signal is output.

  The intake camshaft 60 rotates once while the crankshaft 50 rotates twice. Therefore, the change in the intake side cam angle signal repeats a constant change with a period of 720 ° CA as a crank angle as shown in FIG.

  Specifically, after the first Lo signal corresponding to the first detected body 161 that continues over 180 ° CA is output, the first Hi signal that continues over 60 ° CA is output. After that, a third Lo signal corresponding to the third detected object 163 that continues over 60 ° CA is output. After that, a second Hi signal that continues over 180 ° CA is output, and subsequently, a second Lo signal corresponding to the second detected object 162 that continues over 120 ° CA is output. Is output. Finally, after the third Hi signal that continues over 120 ° CA is output, the first Lo signal is output again.

  Since the cam angle signal periodically changes in a constant change pattern as described above, it is possible to detect the rotational phase of the intake camshaft 60 by recognizing the change pattern of the cam angle signal. it can. For example, when the Lo signal is output over 60 ° CA and then switched to the Hi signal, the rotational phase immediately after the third detected object 163 passes in front of the intake cam position sensor 106 based on the Lo signal. Can be detected.

  Similarly, the exhaust side sensor plate 170 is also provided with the first detected body 171, the second detected body 172, and the third detected body 173, and therefore is output from the exhaust cam position sensor 107. By recognizing the change pattern of the exhaust cam angle signal, it is possible to detect what rotational phase the exhaust camshaft 70 is in.

  Since the cam angle signal periodically changes with a constant change pattern as described above, the rotation direction of the camshafts 60 and 70 can be detected by recognizing the change pattern.

  The exhaust side sensor plate 170 attached to the exhaust camshaft 70 is attached with a phase shift with respect to the intake side sensor plate 160 attached to the intake camshaft 60. Specifically, as shown on the right side of FIG. 1, the exhaust side sensor plate 170 is attached with a phase shifted by 30 ° from the intake side sensor plate 160 attached to the intake camshaft 60 toward the advance side. ing.

  Thereby, the change pattern of the intake side cam angle signal changes with a delay of 60 ° CA as the crank angle with respect to the change pattern of the exhaust side cam angle signal, as shown in FIG.

  FIG. 4 is a timing chart showing the relationship between the pulse signal based on the signal output from the crank position sensor 105 and the crank counter, and the relationship between the crank counter and the cam angle signal.

  The electronic control unit 100 counts a pulse signal output based on a signal output from the crank position sensor 105 as the engine is operated, calculates a crank counter, and also calculates the crank angle counter and the intake side cam angle signal and Cylinder discrimination is performed by comparing the exhaust side cam angle signal.

  Specifically, as shown in FIG. 4, the electronic control unit 100 counts the pulse signal output every 10 ° CA, and counts up the crank counter each time three pulse signals are counted. Calculated. That is, the crank counter is counted up every 30 ° CA. The electronic control unit 100 recognizes the current crank angle based on the value of the crank counter, and controls the timing of fuel injection and ignition for each cylinder.

  Here, a configuration is adopted in which the crank counter is counted up every time three pulse signals are counted and the crank counter is counted up every 30 ° CA. However, every time one pulse signal is counted, the crank counter is counted up. It is also possible to employ a configuration in which the crank counter is counted up and the crank counter is counted up every 10 ° CA. That is, the method of calculating the crank counter based on the pulse signal can be changed as appropriate.

  The crank counter is periodically reset every 720 ° CA. That is, as shown in the center of FIG. 4, after counting up to “690”, the crank counter is reset to “0” at the next count-up timing, and then the crank counter counts up again every 30 ° CA. It has come to be.

  When the missing tooth portion 152 passes in front of the crank position sensor 105, the interval between the pulse signals becomes 30 ° CA as described above. Therefore, when the interval between the pulse signals becomes wide, the electronic control unit 100 detects that the missing tooth portion 152 has passed in front of the crank position sensor 105 based on the interval. Since this missing tooth detection is performed every 360 ° CA, the missing tooth detection is performed twice during 720 ° CA in which the crank counter is counted up for one cycle.

  Further, since the crankshaft 50, the intake camshaft 60, and the exhaust camshaft 70 are connected to each other via a timing chain, a change in the crank counter and a change in the cam angle signal have a certain correlation. That is, since the camshafts 60 and 70 rotate once while the crankshaft 50 rotates twice, if the crank angle is known, the rotational phase of the camshafts 60 and 70 at that time can be estimated. , 70 can be used to estimate the crank angle.

  In the in-vehicle internal combustion engine of the present embodiment, as shown in FIG. 4, the first Hi signal where the intake cam angle signal continues over 60 ° CA from the first Lo signal continued over 180 ° CA. The crank angle when switching to the signal is set to “0 ° CA”. Therefore, the missing tooth detection performed immediately after the intake cam angle signal is switched from the first Hi signal to the Lo signal as shown by a broken line in FIG. 4 indicates that the crank angle is 90 ° CA. On the other hand, the missing tooth detection performed immediately after the intake cam angle signal is switched from the second Lo signal, which continues for 120 ° CA to the Hi signal, indicates that the crank angle is 450 ° CA.

  Since the cam angle signal change and the crank angle are thus correlated, the crank angle corresponding to the combination is estimated according to the combination pattern of the intake side cam angle signal and the exhaust side cam angle signal. can do.

  Specifically, as shown in Table 1 below, when the intake side cam angle signal is a Hi signal and the exhaust side cam angle signal is a Hi signal, the value of the crank counter is set to “120” based on this signal. It is estimated that the value is in the range of “˜230” or “420-470”. When the intake side cam angle signal is the Hi signal and the exhaust side cam angle signal is the Lo signal, the values of the crank counter are “0-50”, “240-290”, “480” based on this. It is estimated that the value is in a range of “˜530”. When the intake side cam angle signal is the Lo signal and the exhaust side cam angle signal is the Hi signal, the value of the crank counter is any one of “60 to 110”, “360 to 410”, and “660 to 710”. Or a range value. When the intake side cam angle signal is the Lo signal and the exhaust side cam angle signal is the Lo signal, the value of the crank counter may be a value in the range of “300 to 350” or “540 to 650”. Presumed.

上述したように本実施形態の車載内燃機関にあっては、アイドリングストップ制御による機関運転の休止の際に、クランクシャフト５０が停止したときのクランクカウンタを記憶し、自動起動の際に、その記憶したクランクカウンタの値を参照して起動開始時から各気筒に対する個別の燃料噴射や点火を実行するようにしている。

As described above, in the in-vehicle internal combustion engine of the present embodiment, the crank counter when the crankshaft 50 is stopped is stored when the engine operation is stopped by the idling stop control, and is stored when the engine is automatically started. With reference to the value of the crank counter, individual fuel injection and ignition for each cylinder are executed from the start of startup.

  If the crank counter deviates due to an abnormality in the crank position sensor 105 or noise, the actual crank angle cannot be accurately grasped based on the crank counter, and the crankshaft 50 stops due to automatic pause. In this case, an incorrect crank counter is stored in the electronic control unit 100. If the stored crank counter is incorrect and does not indicate the correct crank angle, fuel injection and ignition are controlled based on the incorrect crank counter during automatic startup. .

  An electromagnetic pickup type sensor such as the crank position sensor 105 outputs an electromotive force generated by increase / decrease of magnetic flux caused by a change in the air gap between the sensor and the detected object as a signal. When stopped, no signal can be output. On the other hand, a magnetoresistive element type sensor such as the cam position sensors 106 and 107 can output signals as digital signals of the Hi signal and the Lo signal even when the detected object is stopped. Therefore, the magnetoresistive element type cam position sensors 106 and 107 can detect signals even when the camshafts 60 and 70 are stopped, that is, when the engine is stopped.

  Therefore, in the electronic control apparatus 100 according to the present embodiment, when the operation is stopped by the idling stop control, the range that the crank counter value can take is estimated and grasped using the relationship shown in Table 1 above. It is determined whether the value of the existing crank counter is included in the estimated range. Then, the starting mode of the internal combustion engine is switched based on the determination result.

  Hereinafter, the contents of the abnormality determination routine for determining whether or not the value of the crank counter is included in the range estimated based on the cam angle signal and switching the starting mode, and the operation by the abnormality determination routine This will be described with reference to FIGS.

  FIG. 5 is a flowchart showing a flow of a series of processes relating to an abnormality determination routine at the time of operation stop that determines whether or not the value of the crank counter is included in the estimated range at the time of operation stop by the idling stop control. .

This abnormality determination routine at the time of stoppage of operation is executed when the stop condition is satisfied and the engine operation is stopped through the idling stop control.
As shown in FIG. 5, when the electronic control unit 100 starts the operation stop abnormality determination routine, it first determines whether or not the engine stop determination is made in step S100. The engine stop determination is to determine whether or not the crankshaft 50 has stopped with the suspension of engine operation. Specifically, if the output of the pulse signal based on the signal output from the crank position sensor 105 is not detected for a certain period, it is determined that the crankshaft 50 has stopped based on this, and this step S100 It is determined that the engine stop determination has been established.

  If it is determined in step S100 that the engine stop determination has not been made (step S100: NO), the process proceeds to step S140. Then, the electronic control unit 100 continues the operation stop by the idling stop control as it is, and once ends this routine.

  On the other hand, when it is determined in step S100 that the engine stop determination has been made (step S100: YES), the process proceeds to step S110. In step S110, the electronic control unit 100 calculates the estimated range of the crank counter based on the combination of the intake side cam angle signal and the exhaust side cam angle signal using the relationship shown in Table 1 above. Estimate the possible range of values of.

In step S120, the electronic control unit 100 determines whether or not the value of the crank counter is included in the estimated range.
If it is determined in step S120 that the crank counter is included in the estimated range (step S120: YES), based on this, the value of the crank counter is correct according to the actual crank angle. Judge and proceed to step S140.

In step S140, the electronic control unit 100 continues the operation stop by the idling stop control as it is, and ends this routine.
On the other hand, if it is determined in step S120 that the crank counter is out of the estimated range (step S120: NO), the value of the crank counter is erroneously not based on the actual crank angle based on this. The process proceeds to step S130.

Then, in step S130, the electronic control unit 100 stops idling stop control, drives the starter motor 40, and starts normal start control.
As described above, when it is determined that the value of the crank counter is out of the estimated range and the value of the crank counter is incorrect, the internal combustion engine is restarted by normal start control. That is, after performing cylinder discrimination based on missing tooth detection, individual fuel injection and ignition are executed for each cylinder, and the internal combustion engine is restarted.

  Thus, in the in-vehicle internal combustion engine of the present embodiment, when it is determined that the value of the crank counter is out of the estimation range and the value of the crank counter is incorrect when the engine is stopped. The engine is restarted by the normal start control, and the engine operation is continued even while the stop condition is satisfied.

  Further, in the electronic control apparatus 100 according to the present embodiment, in addition to the abnormality determination at the time of engine stop, the abnormality determination is also performed at the time of restart for restarting the internal combustion engine based on the fact that the stop condition is not satisfied. Like to do.

FIG. 6 is a flowchart showing a flow of a series of processing relating to a restart abnormality determination routine executed when the suspension condition is no longer satisfied.
This restart-time abnormality determination routine is executed when the stop condition is not satisfied and the automatic start of the internal combustion engine is started through the idling stop control.

  As shown in FIG. 6, when starting the restart abnormality determination routine, the electronic control unit 100 first determines whether or not the calculation of the crank counter in the specific phase is completed in step S200.

  In the present embodiment, the rotation phase at which the crank angle becomes “0 ° CA” is set as the specific phase. Here, the intake phase is determined based on the change pattern of the intake side cam angle signal and the exhaust side cam angle signal. When it is detected that the rising timing of the first Hi signal of the side cam angle signal (Hi signal continuing over 60 ° CA) has arrived, it is determined that it is in a specific phase. In this embodiment, when it is detected that the rising timing of the first Hi signal of the intake side cam angle signal has arrived and it is determined that it is in a specific phase, it is calculated at that time. The value of the existing crank counter is obtained as a judgment value.

In this step S200, it is determined whether or not the calculation of the value of the crank counter in this specific phase has been completed, and it is determined whether or not a value for determination has already been acquired.
If it is determined in step S200 that calculation of the crank counter in the specific phase has not yet been completed since the start of automatic activation (step S200: NO), the process proceeds to step S240. Then, the electronic control unit 100 continues the automatic activation control as it is and ends this routine once.

  On the other hand, when it is determined in step S200 that the calculation of the crank counter in the specific phase is completed (step S200: YES), the process proceeds to step S210. In step S210, the electronic control unit 100 calculates the magnitude of the deviation between the crank counter value calculated in the specific phase acquired as the determination value and the reference value of the crank counter value in the specific phase.

  The reference value is a value stored in advance in the electronic control device 100 as a reference for the correct value of the crank counter value in the specific phase, and is set to “0” in the present embodiment. .

In step S210, when the magnitude of deviation between the crank counter value calculated in the specific phase acquired as the determination value and the reference value is calculated, the process proceeds to step S220.
Then, the electronic control unit 100 determines whether or not the calculated magnitude of the deviation is less than a specified value. Here, the specified value is set to “60 ° CA”. That is, in this step S220, it is determined whether or not the value of the crank counter actually calculated in the specific phase is different from the reference value by “60 ° CA” or more.

  When it is determined in step S220 that the calculated magnitude of deviation is less than the specified value (step S220: YES), that is, when the difference between the crank counter value and the reference value is less than 60 ° CA. Based on this, it is determined that the value of the crank counter is correct in accordance with the actual crank angle, and the process proceeds to step S240.

In step S240, the electronic control unit 100 continues the automatic start control by the idling stop control as it is, and ends this routine.
On the other hand, when it is determined in step S220 that the calculated magnitude of deviation is greater than or equal to the specified value (step S220: NO), that is, the deviation between the crank counter value and the reference value is 60 ° CA or more. In some cases, based on this, it is determined that the value of the crank counter is incorrect that does not correspond to the actual crank angle, and the process proceeds to step S230.

  Then, the electronic control unit 100 stops the automatic start control in step S230, and starts normal start control for executing individual fuel injection and ignition for each cylinder after the cylinder discrimination by the missing tooth detection is completed.

  When it is determined that the value of the crank counter is incorrect as described above, the automatic start control based on the incorrect crank counter is stopped, and the internal combustion engine is restarted by the normal start control. Become. That is, after performing cylinder discrimination based on missing tooth detection, individual fuel injection and ignition are executed for each cylinder, and the internal combustion engine is restarted.

The effect | action by performing such an abnormality determination routine is demonstrated with reference to FIGS.
FIG. 7 is a time chart showing how the operating state changes when there is no deviation in the crank counter. In FIG. 7, for convenience of explanation, the state when the pulse signal based on the signal output from the crank position sensor 105 is output at an extremely short interval is illustrated in a band shape as shown in the upper part of FIG. Yes. In addition, the part where the part illustrated in the strip | belt shape shown by the arrow at the upper part of FIG. 7 has interrupted has shown the missing tooth detection timing which the missing tooth part 152 passes in front of the crank position sensor 105. FIG. .

When the engine operation is stopped along with the establishment of the stop condition, the engine rotation speed decreases as shown in FIG. 7, and the interval at which the pulse signal is output becomes longer.
Then, when the engine rotational speed becomes “0” at time t10 and the rotation of the crankshaft 50 stops, an engine stop determination is made, and the crank counter value “510” at this time is stored in the electronic control unit 100. When the value of the crank counter is stored, the estimated range of the crank counter is calculated based on the combination of the intake side cam angle signal and the exhaust side cam angle signal at this time. The cam position sensors 106 and 107 are magnetoresistive element type sensors that can output signals even when the camshafts 60 and 70 are stopped. Therefore, as shown in FIG. Even during the operation, the cam angle signal corresponding to the rotational phase of the camshafts 60 and 70 continues to be output.

  As shown in FIG. 7, since the intake side cam angle signal at this time is a Hi signal and the exhaust side cam angle signal is a Lo signal, the estimated range of the crank counter is based on the relationship shown in Table 1 above. "0-50", "240-290", and "480-530" are calculated.

Then, the electronic control unit 100 determines whether or not the stored crank counter value is included in any of the estimated ranges.
In this case, there is no deviation in the crank counter value, and the stored crank counter value “510 °” is included in the estimated range of “480 to 530”. It is determined that the counter value is correct in accordance with the actual crank angle. Therefore, the electronic control unit 100 continues the operation stop by the idling stop control as it is.

  When the stop condition is not satisfied at time t11 and a start command is issued, automatic start control is started based on the start command, and the starter motor 40 is driven at time t12 to start increasing the engine speed. In this automatic start control, the electronic control unit 100 refers to the stored crank counter value “510 °” and executes individual fuel injection and ignition for each cylinder from the time when the automatic start control is started.

When the crank angle reaches 720 ° CA at time t13, the crank counter is reset, and the count is restarted from “0” again as shown in FIG.
Further, since the restart abnormality determination routine is executed as described above when the pause condition is not satisfied, it is detected that the rising timing of the first Hi signal of the intake cam angle signal has arrived at time t13. Then, it is determined that the phase is in the specific phase, and the reset value “0” of the crank counter is acquired as a determination value. Then, whether or not the magnitude of the deviation between the crank counter value acquired as the determination value and the reference value “0” of the crank counter value in the specific phase is less than the prescribed value “60 ° CA”. Determined.

  Here, since the magnitude of the deviation is less than “60 ° CA”, based on this, it is determined that the value of the crank counter is correct according to the actual crank angle, and the automatic start control by the idling stop control is performed as it is. Will continue.

  Further, if missing teeth are detected at time t14 after the first Hi signal is detected in the intake cam angle signal, it is estimated that the crank angle is “90 ° CA”. The crank counter is “90” as shown in the lower right part of FIG.

  When there is no deviation in the crank counter as described above, restart is performed by automatic start control, and individual fuel injection is performed for each cylinder from the start of restart based on the value of the crank counter stored at the time of stop. Or ignition is executed, and the restart of the internal combustion engine is completed early.

  Next, referring to FIG. 8, the operation when the crank counter is displaced immediately before the crankshaft 50 is stopped due to engine stoppage will be described. FIG. 8 is a time chart showing how the operating state changes when a shift occurs in the crank counter due to the influence of noise immediately before the crankshaft 50 is stopped due to engine stoppage. Similarly to FIG. 7, even in FIG. 8, the state when the pulse signals based on the signal output from the crank position sensor 105 are output at extremely short intervals is illustrated in a band shape. Further, the portion where the portion shown in the band shape indicated by the arrow in the upper part of FIG. 8 is interrupted indicates the timing of missing tooth detection when the missing tooth portion 152 passes in front of the crank position sensor 105. .

When the engine operation is stopped along with the establishment of the stop condition, the engine rotation speed is reduced as shown in FIG. 8, and the interval at which the pulse signal is output becomes longer.
At this time, noise occurs at time t20. When this noise overlaps the pulse signal, the crank counter changes due to the influence, and the crank counter value deviates from the normal crank counter value indicated by the broken line. End up.

  When the engine speed becomes “0” at time t21 and the rotation of the crankshaft 50 stops, engine stop determination is made, and the value of the crank counter at this time is stored in the electronic control unit 100. As described above, the value of the crank counter at this time is a value (600) that deviates from the value (510) of the normal crank counter due to the influence of noise. When the value of the crank counter is stored, the estimated range of the crank counter is calculated based on the combination of the intake side cam angle signal and the exhaust side cam angle signal at this time.

  As shown in FIG. 8, since the intake side cam angle signal at this time is a Hi signal and the exhaust side cam angle signal is a Lo signal, the estimated range of the crank counter is based on the relationship shown in Table 1 above. "0-50", "240-290", and "480-530" are calculated.

Then, the electronic control unit 100 determines whether or not the stored crank counter value is included in any of the estimated ranges.
In this case, the crank counter value is deviated, and the stored crank counter value “600” is out of the estimated range. It is judged that it is a wrong one that does not conform to.

  Then, electronic control unit 100 deletes the value of the crank counter stored at time t22, stops idling stop control, and starts normal start control. That is, even in the state where the stop condition is satisfied, the internal combustion engine is operated by the normal start control in which the starter motor 40 is driven to perform cylinder discrimination by detecting missing teeth and then individual fuel injection and ignition are performed for each cylinder. Restart the agency.

  When a start command is issued by the normal start control at time t22, the starter motor 40 is driven and the engine rotation speed starts increasing from time t23. At this time, since the cylinder discrimination is not completed, individual fuel injection and ignition for each cylinder are not executed. Also, the value of the crank counter remains reset to the initial value “0”.

  If missing teeth are detected at time t24 after the first Hi signal in the intake cam angle signal is detected, it is estimated that the crank angle is “90 ° CA”, and the cylinder discrimination is completed. Then, the crank counter is set to “90”.

When the cylinder discrimination is completed and the crank counter is set to “90”, individual fuel injection and ignition for each cylinder are executed based on the value of the crank counter.
Thus, when the crankshaft 50 is stopped, it is determined that the crank counter is deviated, and if it is determined that the value of the crank counter is incorrect, the internal combustion engine is controlled by the normal start control. It will be restarted. That is, when it is determined that the stored crank counter value is out of the estimated range and the stored crank counter value is determined to be incorrect. The engine is restarted by the normal start control, and the engine operation is continued even while the stop condition is satisfied.

  Finally, with reference to FIG. 9, the operation when the crankshaft 50 moves during the operation stop by the idling stop control and the crank counter is displaced will be described. FIG. 9 is a time chart showing how the operating state changes when the crankshaft 50 moves during operation suspension and the crank counter shifts. Similarly to FIGS. 7 and 8, the state when the pulse signal based on the signal output from the crank position sensor 105 is output at an extremely short interval in FIG. 9 is illustrated in a band shape. Further, the portion where the portion shown in the band shape indicated by the arrow in the upper part of FIG. 9 is interrupted indicates the timing of missing tooth detection where the missing tooth portion 152 passes in front of the crank position sensor 105. .

When the engine operation is stopped along with the establishment of the stop condition, the engine rotation speed is decreased as shown in FIG. 9, and the interval at which the pulse signal is output is increased.
When the engine speed becomes “0” at time t30 and the rotation of the crankshaft 50 stops, engine stop determination is made, and the crank counter value “510” at this time is stored in the electronic control unit 100. When the value of the crank counter is stored, the estimated range of the crank counter is calculated based on the combination of the intake side cam angle signal and the exhaust side cam angle signal at this time.

  As shown in FIG. 9, since the intake side cam angle signal at this time is a Hi signal and the exhaust side cam angle signal is a Lo signal, the estimated range of the crank counter is based on the relationship shown in Table 1 above. "0-50", "240-290", and "480-530" are calculated.

  Then, the electronic control unit 100 determines whether or not the stored crank counter value is included in any of the estimated ranges. In this case, there is no deviation in the value of the crank counter, and the stored crank counter value “510” is included in the estimated range of “480-530”. Is determined to be correct according to the actual crank angle. And the electronic control apparatus 100 continues the operation stop by idling stop control as it is.

  If the crankshaft 50 moves for some reason during this operation stop, the crank angle and the rotational phase of the camshafts 60 and 70 change. However, the electronic control unit 100 executes individual fuel injection and ignition for each cylinder based on the value of the crank counter stored when the engine is stopped in the automatic start control in the idling stop control.

  As shown in FIG. 9, when the stop condition is not satisfied at time t31 and a start command is issued, automatic start control is started at time t32 based on the start command, and the starter motor 40 is driven to increase the engine speed. start. At the time of this automatic start control, the electronic control unit 100 refers to the crank counter value “510” stored as described above, and performs individual fuel injection and ignition for each cylinder from the time when the automatic start control is started. Execute. As a result, since fuel injection and ignition are controlled based on incorrect crank angle information, fuel can be injected into each cylinder at an appropriate timing, and ignition can be performed at an appropriate timing. It will disappear.

  However, after that, when it is detected that the rising timing of the first Hi signal of the intake side cam angle signal has arrived at time t33, it is determined that the phase is in a specific phase, and the value “570” of the crank counter at this time is determined. Is obtained as a value for determination. Then, whether or not the magnitude of the deviation between the crank counter value acquired as the determination value and the reference value “0” of the crank counter value in the specific phase is less than the prescribed value “60 ° CA”. Determined.

  Here, “0”, that is, the value of the crank counter that should have been reset after reaching 720 ° CA is “570”. Therefore, the magnitude of the deviation is “150 ° CA”, and the magnitude of the deviation is “60 ° CA” or more. Based on this, the value of the crank counter is not in accordance with the actual crank angle. It is judged to be a thing.

  Based on this result, the electronic control unit 100 erases the value of the crank counter, stops idling stop control, and starts normal start control. That is, the automatic start control based on the value of the crank counter is stopped, the cylinder is determined by detecting missing teeth, and then the internal combustion engine is restarted by normal start control for executing individual fuel injection and ignition for each cylinder.

  When normal start control is started at time t33, the start of the crankshaft 50 by the starter motor 40 is executed in a state where individual fuel injection and ignition for each cylinder are stopped. At this time, the value of the crank counter remains reset to the initial value “0”.

  If missing teeth are detected at time t34 after the first Hi signal in the intake cam angle signal is detected, it is estimated that the crank angle is “90 ° CA”, and the cylinder discrimination is completed. At this time, the crank counter is set to “90”.

When the cylinder discrimination is completed and the crank counter is set to “90”, individual fuel injection and ignition for each cylinder are executed based on the value of the crank counter.
As described above, during execution of the automatic start control, it is determined that the crank counter is deviated, and when it is determined that the value of the crank counter is incorrect, the automatic start control is stopped and the normal start is performed. The internal combustion engine is restarted by the control.

According to the embodiment described above, the following effects can be obtained.
(1) With reference to the cam angle signal output based on the rotational phase of the camshafts 60 and 70 rotating together with the crankshaft 50, the possible range of the crank counter is estimated. If the stored crank counter value is out of the estimated range, the cylinder discrimination is made without using the crank counter value, and then individual fuel injection and ignition for each cylinder are performed. The starting by the normal starting mode to perform is performed.

  The value of the cam angle signal output based on the rotational phase of the camshafts 60 and 70 rotating with the crankshaft 50 and the crank angle have a certain correlation with each other. Therefore, if the stored crank counter information is out of the range estimated based on the cam angle signal rotating with the crankshaft 50, the stored crank counter value is incorrect. Is estimated.

  Therefore, when the stored crank counter value is out of the range estimated based on the cam angle signal, the stored crank counter value is normally used without using the stored value. According to the configuration in which the starting control is executed, it is possible to suppress the automatic starting from being executed based on erroneous crank angle information.

  Also, magnetoresistive element type cam position sensors 106 and 107 are provided that can output a cam angle signal based on the rotational phase of the camshafts 60 and 70 even when the camshafts 60 and 70 are stopped. I have to. Then, after the crankshaft 50 is stopped, the crank counter range is estimated based on the cam angle signals output by the cam position sensors 106 and 107, and whether or not the crank counter value is included in the range. Is determined. Therefore, when an abnormality occurs in the crank position sensor 105 immediately before the crankshaft 50 stops, or when the crank counter shifts due to the influence of noise or the like, the abnormality is detected by monitoring the rotation direction of the crankshaft 50. Even when an abnormality that cannot be detected when the occurrence is determined, it is possible to detect that a shift has occurred in the crank counter.

  Therefore, even when a deviation occurs in the crank counter or when an abnormality occurs in the crank position sensor 105 immediately before the rotation of the crankshaft 50 stops, the abnormality can be detected. And it is possible to prevent the internal combustion engine from being automatically started based on incorrect crank angle information, and to prevent the exhaust properties from deteriorating or failing to complete automatic startup normally. can do.

  (2) Immediately after the crankshaft 50 is stopped and the crank counter value is stored, it is determined whether or not the crank counter value is included in a range estimated based on the cam angle signal. When it is determined that the value is out of the estimated range, the normal start control is executed based on that. Therefore, when the value of the crank counter is out of the estimated range, the engine operation is resumed by the normal start control, and the engine operation is continued even when the stop condition is satisfied. become.

  Therefore, the vehicle can be promptly started when the vehicle subsequently restarts. That is, it is possible to accurately avoid a situation in which when the stop condition is no longer satisfied, the engine operation cannot be resumed normally and the vehicle cannot be restarted promptly.

  (3) When the engine rotational speed is constant, that is, when the rotational speeds of the sensor plates 160 and 170 fixed to the camshafts 60 and 70 rotating together with the crankshaft 50 are constant, the detected object having a wide occupation range is obtained. The closer to the cam position sensors 106 and 107, the longer the Lo signal detection period. On the other hand, the detection period of the Lo signal becomes shorter as the detected object having a narrow occupation range is closer to the cam position sensors 106 and 107.

  Therefore, as in the above-described embodiment, if the size of the occupied range in the circumferential direction of the sensor plates 160 and 170 is a configuration including the sensor plates 160 and 170 each having a plurality of detected objects, the sensor plate 160 , 170, the change pattern of the cam angle signal detected in accordance with the rotation of the cam position sensors 106 and 107 changes according to the size of the occupied range of the detected object.

  Therefore, by recognizing the change pattern of the cam angle signal to be output, it is determined which detected object is in the rotational phase facing the cam position sensors 106 and 107, and the camshaft 60 can be detected more quickly and accurately. , 70 can be detected. Therefore, the range that the crank counter can take can be estimated more quickly and accurately based on the cam angle signal.

  On the other hand, if all the occupying ranges of the detected objects are set to be equal, it corresponds to which detected object based on the cam angle signal change pattern detected as the sensor plate rotates. It is not possible to determine whether or not the rotation phase is to be performed.

  That is, according to the configuration including the sensor plates 160 and 170 each having a plurality of detection objects having different sizes of the occupying ranges as in the above embodiment, the occupying ranges of the detection objects are all equal in size. Compared to the set case, the range of the crank counter can be estimated more quickly and accurately.

  (4) If the range of the crank counter is estimated according to the combination pattern of cam angle signals output with the phase shifted as in the above embodiment, the cam angle signal output from each cam position sensor Since the number of combinations increases, the resolution within the range that can be estimated increases accordingly.

  That is, the range that the crank counter can take can be estimated with higher accuracy than the range that the crank counter can take in accordance with the type of cam angle signal output from one cam position sensor.

  (5) It is determined whether or not the crank counter is correct by determining that the specific phase has been reached based on the cam angle signal at the time of automatic activation and comparing the crank counter at that time with a reference value. Therefore, even if a shift occurs in the crank counter during the pause, it can be detected and dealt with at the subsequent startup.

  When it is determined that the crank counter is not correct, the automatic activation is stopped, and the engine is restarted by normal start control. Therefore, it is possible to suppress the fuel injection and ignition from being continued based on the incorrect crank angle information, and the situation where the fuel injection and ignition based on the incorrect information are continued to deteriorate the exhaust properties. Thus, a situation in which the internal combustion engine cannot be started normally can be avoided accurately.

In addition, said embodiment can also be implemented with the following forms which changed this suitably.
In the above embodiment, the sensor plate 160 is provided on the intake camshaft 60, while the sensor plate 170 is provided on the exhaust camshaft 70, and the range of the crank counter is based on the cam angle signal output with the phase shifted. A configuration for estimating

  On the other hand, if a plurality of cam angle signals are output with the phases shifted, the range of the crank counter that can be taken at that time is estimated by recognizing the change pattern of the output signals. be able to.

  Therefore, the present invention is not limited to the configuration in which the sensor plates 160 and 170 are provided on the intake camshaft 60 and the exhaust camshaft 70 as in the above embodiment, but two sensor plates are provided on either the intake camshaft 60 or the exhaust camshaft 70. It is also possible to employ a configuration in which two cam angle signals having a phase shift are provided.

  ・ Two cam position sensors are provided with a phase shift with respect to one sensor plate, the rotational phase of the camshaft is detected based on the change pattern of the two signals output from each cam position sensor, and the crank A configuration for estimating the value of the counter may be employed.

Further, it is possible to employ a configuration in which three or more cam position sensors are provided and the crank angle range is estimated based on a combination pattern of three or more cam angle signals.
・ Although the resolution of the range that can be estimated is inferior to the configuration in which the range of the crank counter is estimated based on a combination pattern of a plurality of cam angle signals, the crank counter is controlled based on one cam angle signal. A configuration for estimating the range to be obtained can also be employed.

  In addition, in the above-described embodiment, the configuration in which the sensor plates 160 and 170 are each provided with the three detected objects having different occupying ranges, but the number of detected objects may be two. Good. Moreover, you may make it provide four or more to-be-detected bodies. Note that the greater the number of objects to be detected, the higher the resolution of the rotational phase that can be estimated based on the cam angle signal. Therefore, in order to increase the resolution of the rotational phase estimated based on the cam angle signal and make a highly accurate determination, it is desirable to set the number of detected bodies provided on the sensor plate as much as possible.

  Further, the shapes of the intake side sensor plate 160 and the exhaust side sensor plate 170 are not necessarily the same. That is, the shape of the intake side sensor plate 160 and the exhaust side sensor plate 170 may be different as long as the range that the value of the crank counter can take can be estimated based on each cam angle signal. For example, it is possible to adopt a configuration in which the intake side sensor plate 160 includes four detected bodies, while the exhaust side sensor plate 170 includes three detected bodies.

  In the above embodiment, immediately after the crankshaft 50 stops and the crank counter value is stored, the stored value is included in the range of the crank counter estimated based on the cam angle signal. It was decided to judge whether or not.

  On the other hand, after the crankshaft 50 is stopped, the timing for determining whether or not the value of the crank counter is within the range estimated based on the cam angle signal should be changed as appropriate. Can do.

  For example, instead of the configuration of determining immediately after the crank counter is stored, the configuration of determining when the rest condition is not satisfied after the crankshaft 50 is stopped and the value of the crank counter is stored is adopted. You can also.

In the case of adopting such a configuration, an abnormality determination routine as shown in FIG. 10 may be executed during engine stoppage by idling stop control.
When starting the abnormality determination routine, the electronic control unit 100 first determines in step S10 whether or not the suspension condition is no longer satisfied, as shown in FIG.

If it is determined in step 10 that the suspension condition is satisfied (step S10: NO), this process is temporarily terminated.
On the other hand, if it is determined in step S10 that the pause condition is no longer satisfied (step S10: YES), the process proceeds to step S300, as shown in Table 1 above, as in the above embodiment. Based on the combination of the intake side cam angle signal and the exhaust side cam angle signal, the estimated range of the crank counter is calculated to estimate the possible range of the crank counter value.

When the estimated range of the crank counter is calculated in this way, the process proceeds to step S310, and the electronic control unit 100 determines whether or not the value of the crank counter is included in the estimated range.
If it is determined in step S310 that the crank counter is included in the estimated range (step S310: YES), based on this, the value of the crank counter is correct according to the actual crank angle. Judge and proceed to step S330.

  In step S330, the electronic control unit 100 executes automatic start control for executing individual fuel injection and ignition for each cylinder from the start of start based on the stored crank counter value, and ends this routine. .

  On the other hand, if it is determined in step S310 that the crank counter is out of the estimated range (step S310: NO), based on this, the value of the crank counter is not in accordance with the actual crank angle. The process proceeds to step S320.

  In step S320, the electronic control unit 100 prohibits execution of automatic start control and drives the starter motor 40, and executes individual fuel injection and ignition for each cylinder after cylinder discrimination by missing tooth detection is completed. Perform normal startup control.

When such a configuration is adopted, as shown in FIG. 11, the pause condition is not satisfied, and the restart by the normal start control is performed immediately after the start command is issued.
Specifically, when the engine operation is stopped along with the establishment of the stop condition, the engine rotation speed is reduced as shown in FIG. 11, and the interval at which the pulse signal is output becomes longer.

  At this time, noise is generated at time t40. When this noise overlaps the pulse signal, the crank counter changes due to the influence, and the crank counter value deviates from the normal crank counter value indicated by the broken line. End up.

  When the engine speed becomes “0” at time t41 and the rotation of the crankshaft 50 stops, the engine stop determination is made, and the crank counter value “600” at this time is stored in the electronic control unit 100. As described above, the value of the crank counter at this time is a value “600” deviated from the normal value “510” of the crank counter due to the influence of noise.

When the stop condition is not satisfied at time t42, the estimated range of the crank counter is calculated based on the combination of the intake side cam angle signal and the exhaust side cam angle signal at this time.
As shown in FIG. 11, since the intake side cam angle signal is a Hi signal and the exhaust side cam angle signal is a Lo signal, the estimated range of the crank counter is based on the relationship shown in Table 1 above. "0-50", "240-290", and "480-530" are calculated.

Then, the electronic control unit 100 determines whether or not the stored crank counter value is included in any of the estimated ranges.
In this case, the crank counter value is deviated, and the stored crank counter value “600” is out of the estimated range. It is judged that it is a wrong one that does not conform to.

  Based on this result, the electronic control unit 100 erases the stored crank counter value, prohibits execution of automatic start control, and starts normal start control. That is, the internal combustion engine is restarted by normal start control in which individual fuel injection and ignition are performed for each cylinder after cylinder discrimination is performed by detecting missing teeth.

  When a start command is issued at time t42, the starter motor 40 is driven and the engine speed starts to increase from time t43. At this time, the value of the crank counter is reset to the initial value “0”. Further, since the cylinder discrimination is not completed, individual fuel injection and ignition for each cylinder are not executed.

  If missing teeth are detected at time t44 after the first Hi signal in the intake cam angle signal is detected, it is estimated that the crank angle is “90 ° CA”, and cylinder discrimination is completed. Then, the crank counter is set to “90”.

When the cylinder discrimination is completed and the crank counter is set to “90”, individual fuel injection and ignition for each cylinder are executed based on the value of the crank counter.
When it is determined that the crank counter value is out of the estimated range when the pause condition is no longer satisfied, and the crank counter value is determined to be incorrect, The internal combustion engine is restarted by the normal start control. That is, the automatic start based on the incorrect crank angle information is not performed, and the normal start mode is performed, so that the internal combustion engine is started based on the normal automatic start based on the correct crank angle information. However, although it takes a long time to restart, the internal combustion engine can be restarted accurately.

  Therefore, automatic start based on the wrong crank angle can be prohibited while reducing fuel consumption by idling stop, and exhaust properties deteriorate due to automatic start based on the wrong crank angle, or normal start is normally performed. It can be suppressed that it cannot be completed.

  It is also stored when the crankshaft 50 moves during an operation stop by the idling stop function, and the actual rotation angle of the crankshaft 50 and the stored information on the crank angle no longer correspond. Reactivation is performed through normal start control without using the information on the crank angle. For this reason, even if there is a deviation in the crank angle information during shutdown, the automatic startup based on the wrong crank angle may deteriorate the exhaust properties or make it impossible to complete the automatic startup normally. It becomes possible to suppress.

  In addition, you may make it perform both such an abnormality determination routine and the abnormality determination routine at the time of an operation stop in the said embodiment. That is, when the stop condition is satisfied and the crank counter is stored, the abnormality determination routine at the time of operation stop is executed, while the abnormality determination routine shown in FIG. 10 is executed during the engine operation stop by the idling stop control. May be.

  In addition, if the abnormality determination processing routine for determining whether or not the crank counter is included in the estimated range is executed after the crankshaft 50 is stopped as shown in FIG. It is possible to suppress the internal combustion engine from being automatically started based on the counter. Therefore, not only when the stop condition is no longer satisfied as described above, but also after the crankshaft 50 is stopped and before the stop condition is not satisfied, that is, the stop condition is satisfied. It is also possible to adopt a configuration for executing an abnormality determination routine for determining whether or not the crank counter is included in the estimated range during the operation stop.

DESCRIPTION OF SYMBOLS 10 ... Fuel injection valve, 20 ... Spark plug, 30 ... Electronically controlled throttle, 40 ... Starter motor, 50 ... Crankshaft, 60 ... Intake camshaft, 70 ... Exhaust camshaft, 100 ... Electronic controller, 101 ... Accelerator position sensor DESCRIPTION OF SYMBOLS 102 ... Throttle position sensor 103 ... Air flow meter 104 ... Water temperature sensor 105 ... Crank position sensor 106 ... Intake cam position sensor 107 ... Exhaust cam position sensor 108 ... Brake switch 109 ... Vehicle speed sensor 150 ... Timing Rotor, 151 ... projection, 152 ... chipped portion, 160 ... intake side sensor plate, 161 ... first detected object, 162 ... second detected object, 163 ... third detected object, 170 ... exhaust side Sensor plate, 171 ... first object to be detected, 172 ... second Body to be detected, 173 ... third of the object to be detected.

Claims (8)

While the crank angle is detected by counting the pulse signal that is output each time the crankshaft rotates by a certain angle, the engine operation is automatically stopped when the stop condition is satisfied, and the crankshaft is accompanied by the stoppage of operation. The information on the crank angle detected when the engine is stopped is stored, and when the stop condition is not satisfied, the fuel angle and the individual fuel injection and ignition for each cylinder are performed using the stored information on the crank angle. A control device for an on-vehicle internal combustion engine having an idling stop function for automatically starting the internal combustion engine while performing,
A cam position sensor that can output a cam angle signal based on the rotation phase of the camshaft even when the camshaft is stopped, and the cam that is output from the cam position sensor after the crankshaft stops The crank angle range estimated based on the angle signal is compared with the stored crank angle information, and the stored crank angle information is added to the cam angle signal output from the cam position sensor. Normal start to perform individual fuel injection and ignition for each cylinder after cylinder discrimination is made without using stored crank angle information when out of range of crank angle estimated based on The control apparatus of the vehicle-mounted internal combustion engine which performs the start by an aspect. Immediately after the crankshaft is stopped and the crank angle information is stored,
Comparing the stored crank angle information with the crank angle range estimated based on the cam angle signal output from the cam position sensor;
When the stored crank angle information is out of the range of the crank angle estimated based on the cam angle signal output from the cam position sensor, the normal start mode is determined based on the determination. The on-vehicle internal combustion engine control device according to claim 1, wherein start-up by the engine is started. After the crankshaft is stopped and the crank angle information is stored, when the stop condition is not satisfied,
Comparing the stored crank angle information with the crank angle range estimated based on the cam angle signal output from the cam position sensor,
When the stored crank angle information is out of the range of the crank angle estimated based on the cam angle signal output from the cam position sensor, the normal start mode is determined based on the determination. The on-vehicle internal combustion engine control device according to claim 1, wherein start-up by the engine is started. The cam position sensor is disposed at a position that can be opposed to the detected body around a sensor plate fixed to the camshaft and provided with a plurality of detected bodies at a peripheral portion thereof. The first signal is output when in the proximity state, while the second signal is output when the detected object is in a separated state,
The on-vehicle internal combustion engine control device according to any one of claims 1 to 3, wherein the crank angle range is estimated based on a type of cam angle signal output from the cam position sensor. The control apparatus for an on-vehicle internal combustion engine according to claim 4,
The sensor plate includes, as the plurality of detected bodies, detected bodies having different occupying ranges in the circumferential direction of the sensor plates. The in-vehicle internal combustion engine according to claim 4 or 5, wherein a plurality of the cam position sensors are provided, and the range of the crank angle is estimated according to a combination pattern of cam angle signals output by shifting the phase from each cam position sensor. Engine control device. A first sensor plate fixed to the intake camshaft, a second sensor plate fixed to the exhaust camshaft with a phase shifted from the first sensor plate, and a periphery of the first sensor plate. A first cam position sensor provided, and a second cam position sensor disposed around the second sensor plate,
7. The crank angle range is estimated according to a combination pattern of a cam angle signal output from the first cam position sensor and a cam angle signal output from the second cam position sensor. The control apparatus of the vehicle-mounted internal combustion engine of description. While the crank angle is detected by counting the pulse signal that is output each time the crankshaft rotates by a certain angle, the engine operation is automatically stopped when the stop condition is satisfied, and the crankshaft is accompanied by the stoppage of operation. The information on the crank angle detected when the engine is stopped is stored, and when the stop condition is not satisfied, the fuel angle and the individual fuel injection and ignition for each cylinder are performed using the stored information on the crank angle. A control device for an on-vehicle internal combustion engine having an idling stop function for automatically starting the internal combustion engine while performing,
A cam position sensor that can output a cam angle signal based on the rotational phase of the camshaft even when the camshaft is stopped, and the stored crank angle information after the crankshaft is stopped The stored crank angle information is determined to be correct by comparing it with the crank angle estimated based on the cam angle signal output from the cam position sensor. When it is determined that there is not, the vehicle-mounted vehicle that performs the start in the normal start mode in which individual fuel injection and ignition are performed for each cylinder after the cylinder determination is made without using the stored crank angle information Control device for internal combustion engine.

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