TWI388719B - Operation control device for internal combustion engine - Google Patents

Description

Operation control device for internal combustion engine

The present invention relates to an operation control device for an internal combustion engine, and more particularly to a technique for improving fuel efficiency and improving injection performance.

In the case where the internal combustion engine includes a vehicle that is mounted on a vehicle, and the improvement in the fuel economy and the improvement in the injection performance are further improved, it is also important to reduce the cost of the internal combustion engine and the cost reduction.

For example, the known operation control device for an internal combustion engine includes a throttle valve opening degree sensor that detects an opening degree of a throttle valve, and a time detecting portion that detects a time required for the crankshaft to rotate a predetermined crank angle, and The air-fuel ratio control unit for the fuel amount supplied from the fuel injection valve that functions as the mixed gas forming unit that forms the mixed gas is set in accordance with the operating range of the internal combustion engine: the fuel is set according to the opening degree of the throttle valve The control of the amount and the control of setting the amount of fuel based on the amount of intake air calculated by the time detected by the time detecting unit (for example, refer to Patent Document 1).

According to the operation control device, in order to set the fuel supply amount, since the intake air amount is calculated from the time when the time detection unit is detected, the air flow meter and the intake air pressure sensor are not required, and the cost of the operation control device can be reduced. Was cut.

In order to achieve improvement in fuel efficiency and improvement in injection performance, the known operation control device for an internal combustion engine is provided with an engine state detecting unit that detects the state of the internal combustion engine and a sensor that detects the air-fuel ratio of the air-fuel ratio from the exhaust gas component. (for example, an oxygen detector), the basic amount of the fuel supply amount supplied from the mixed gas forming unit is set in accordance with the state of the detected internal combustion engine, and the basic amount of the fuel supply amount is corrected in accordance with the detected air-fuel ratio. The amount of fuel.

[Patent Document 1] Japanese Patent Laid-Open Publication No. 2004-108289

However, for a 4-stroke internal combustion engine, a large combustion energy (positive energy) occurs during the combustion stroke. On the other hand, the energy is absorbed by the exhaust resistance during the exhaust stroke, and the energy is absorbed by the suction resistance during the suction stroke, and the energy is absorbed by the compression resistance during the compression stroke. That is, negative energy occurs in the exhaust stroke, the suction stroke, and the compression stroke. Further negative energy is the absorption of energy produced by mechanical frictional resistance.

Moreover, the negative energy value in the compression stroke is larger than the negative energy value in the exhaust stroke. The difference in energy value is a value reflecting the energy required for the compression of the intake air, that is, the compression resistance.

On the other hand, in the low-load field, that is, in the low-output operation, since the exhaust loss is extremely small, the negative energy value in the exhaust resistance is considered to be caused by the frictional resistance.

As a result, the angular velocity of the crankshaft fluctuates during each stroke of the combustion stroke, the exhaust stroke, the intake stroke, and the compression stroke that constitute one stroke of the internal combustion engine.

However, when the number of engine revolutions is the same, the more the intake air amount, or the greater the torque generated by the internal combustion engine, the larger the angular velocity of the crankshaft changes.

Further, when the number of engine revolutions is constant, there is a linear strong relationship between the amount of change in the angular velocity and the amount of intake air.

Therefore, if the number of engine revolutions is determined, the amount of intake air can be estimated from the amount of fluctuation in angular velocity.

However, when the control is not performed by the air-fuel ratio sensor, the number of engine revolutions is greatly changed after the detection of the number of engine revolutions, and the calculated air intake amount has a possibility of deviation, and the expectation is further improved. Estimated accuracy of air intake.

Specifically, the actual number of engine revolutions at the time of detecting the angular velocity of the crankshaft is such that when the engine rotation value used for the calculation is large, the calculated air intake amount is more than the actual required air intake. Less is the case. As a result, it becomes an ignition timing point set earlier than the actual ignition timing point.

On the other hand, the actual number of engine revolutions at the time of detecting the angular velocity of the crankshaft is such that the calculated air intake amount is smaller than the actual required air intake amount when the engine rotation value used for the calculation is small. More situations. As a result, it becomes an ignition timing point set to be slower than the actually required ignition timing point.

Further, when the angular velocity of the crankshaft is detected using the signal rotor and the pickup, the signal rotor electrical angle corresponding to the detected pulse width is used, and the angular velocity is calculated by using a predetermined fixed value. Therefore, by the error of the signal rotor or the pickup (the dimensional error, the mass tolerance of the detection error, etc.) and the signal rotor electrical angle detected by the signal rotor and the pickup mounted on the actual vehicle, Since the control is not necessarily equal to the predetermined signal rotor electrical angle, there is room for improving the detection accuracy of the load state of the internal combustion engine.

An object of the present invention is to provide an operation control device for an internal combustion engine that does not need to rely on an air-fuel ratio sensor, and can appropriately calculate the load state of the engine (for example, the amount of intake air) even when the fluctuation in the number of engine revolutions is large. Perform optimal operational control (eg ignition timing control). Further, an operation control device for an internal combustion engine is provided, which can reduce the influence of errors such as tolerances during mass production of the signal rotor or the pickup, improve the detection accuracy of the load state of the internal combustion engine, and perform optimal operation control.

In order to solve the above problems, the first aspect of the invention provides an operation control device for an internal combustion engine, comprising: a flywheel coupled to the crankshaft; and a signal rotor coupled to the flywheel for measuring a number of revolutions of the crankshaft; and And a rotation detecting means for passing the signal rotor; and calculating, from the detection result by the rotation detecting means, the average number of rotations in the predetermined period and the crank angular velocity of the portion corresponding to the crankshaft, These calculation results determine the control unit of the ignition timing. The control unit is configured to calculate the crank angular velocity while calculating the average number of revolutions in the stroke before the compression stroke of the predetermined ignition.

According to the configuration described above, since the control unit calculates the crank angular velocity while detecting the average number of revolutions in the stroke before the compression stroke of the predetermined ignition, the calculation of the average engine rotation number and the calculation of the crank angular velocity are performed. The state of the engine is considered to be almost the same, and even if the fluctuation of the number of engine revolutions is large, it is hard to be affected, and the air intake amount can be appropriately calculated.

In the second aspect, the control unit is configured to calculate the average number of revolutions and the crank angular velocity by a compression stroke before a predetermined compression stroke of the ignition.

According to the above configuration, when the ignition timing is determined, since the compression stroke before the predetermined ignition stroke is based on the calculated average number of rotations of the engine and the crank angular velocity, the ignition timing can be more appropriately determined.

Further, a third aspect of the present invention provides an operation control device for an internal combustion engine, comprising: a flywheel coupled to the crankshaft; and a signal rotor coupled to the flywheel for measuring a number of revolutions of the crankshaft; and And a rotation detecting means for passing the signal rotor; and calculating, from the detection result by the rotation detecting means, the average number of rotations in the predetermined period and the crank angular velocity of the portion corresponding to the crankshaft, As a result of the calculation, the control unit for obtaining the load of the internal combustion engine is characterized in that the control unit is based on the angular velocity ωx when the signal rotor passes the detection and the angular velocity ωy when the signal rotor passes the non-detection. The signal rotor electrical angle T3 corresponding to the rotor width of the signal is calculated, and the crank angular velocity ω is calculated by dividing the signal rotor electrical angle T3 by the detection time Tx.

According to the above configuration, the control unit calculates the signal rotor electrical angle T3 corresponding to the signal rotor width based on the angular velocity ωx when the signal rotor passes the detection and the angular velocity ωy when the signal rotor passes the non-detection. The crank angular velocity ω is calculated by dividing the rotor electrical angle T3 by the detection time Tx.

Therefore, the signal rotor electrical angle can be calculated in a state where the influence of the error in the signal rotor or the rotation detecting means (for example, the mass production tolerance) is removed, and further, the crank angular velocity from which the influence of the error has been removed can be calculated.

According to a fourth aspect of the present invention, in the third aspect, the control unit obtains the signal rotor angle Dx based on the angular velocity ωx at the time of detection and the detection time Tx, and The angular velocity ωy at the time of non-detection and the non-detection time Ty are used to obtain an angle Dy other than the signal rotor angle Dx, and the signal rotor electrical angle T3 is calculated by the equation (1); T3={Dx/(Dx+ Dy)}×360[deg]...(1).

According to the above configuration, the signal rotor electrical angle T3 can be easily calculated, and further, the influence of the error can be easily calculated as the crank angular velocity that has been removed.

According to a fifth aspect of the present invention, in a fourth aspect, the second signal rotor is provided at a position at a predetermined angle from the signal rotor, and the control unit detects the second detection signal from the rotation detecting means. As a result, the angular velocity ωA from the detection start time point of the previous second signal rotor to the subsequent detection start time point of the signal rotor and the detection of the second signal rotor from the current time are calculated. The angular velocity ωB of the period from the start time point to the subsequent signal rotor passing detection start time point is calculated based on the angular velocity ωA and the angular velocity ωB: the previous detection start time point of the signal rotor The angular velocity ω1, the angular velocity ωc in the last detection time point of the signal rotor, and the angular velocity ω0 in the detection start time point of the signal rotor described above, according to the passing detection time Tx and the aforementioned passing non- The detection time Ty is obtained by calculating the signal rotor angle Dx and the aforementioned angle Dy by the equations (2) to (5), ωx=(ω1+ωc)/2...(2)ωy=(ωc+ω0)/ 2...(3 Dx=Tx×ωx (4) Dy=Ty×ωy (5).

According to the above configuration, the second signal rotor is disposed at a position at a certain angle from the signal rotor, and the detection start time from the detection start time point of the previous second signal rotor to the subsequent signal rotor is detected. The angular velocity ωA of the period of the point and the angular velocity ωB of the period from the detection start time point of the second signal rotor to the detection start time point of the subsequent signal rotor are obtained for the calculated signal rotor electrical angle T3. By calculating the angular velocities ωA and ωB of the reference, the signal rotor electrical angle T3 can be easily calculated based on the angular velocities ωA and ωB which are the criteria for these. Further, the crank angular velocity at which the influence of the error has been removed can be easily calculated.

According to the present invention, even when the fluctuation of the number of revolutions of the engine is large, the data such as the angular velocity with high reliability can be easily collected from the appropriate time point, and the operation control such as the calculation of the intake air amount can be easily realized.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of the present invention will now be described with reference to the drawings.

[1] First embodiment

Fig. 1 is a schematic configuration diagram of an operation control device for an internal combustion engine according to an embodiment.

The internal combustion engine E including the operation control device is a single-cylinder four-stroke internal combustion engine, and is mounted as a mechanical vehicle such as a locomotive or a straddle type vehicle.

The internal combustion engine E includes a main body, an operation control device, and an exhaust device 6. The mechanism body includes a cylinder block 1 in which a piston 3 is reciprocally fitted, and a cylinder head 2 coupled to the cylinder block 1. The operation control device includes: an intake device 5 that provides an intake passage 5a that guides the intake air to the combustion chamber 4 formed between the piston 3 and the cylinder head 2 in the main body, and a supply of fuel to the intake air. The fuel injection valve 20 for the mixed gas forming portion of the mixed gas. The exhaust device 6 is formed with an exhaust passage 6a, and the combustion gas in which the mixture in the combustion chamber 4 is ignited by the ignition plug 21a to be combusted is guided as exhaust gas toward the outside of the internal combustion engine E.

The piston 3 that is driven by the pressure of the combustion gas generated by the combustion of the mixture in the combustion chamber 4 is rotationally driven by the crank shaft 7 rotatably supported by the main body. The power generated by the internal combustion engine E is transmitted to the drive wheels via a power transmission device including a transmission coupled to the crankshaft 7.

The air intake device 5 includes an air cleaner 10 that cleans the air taken in from the outside of the internal combustion engine E, and a throttle valve 11 that is disposed in the intake passage 5a and controls the flow rate of the intake air that passes through the air cleaner 10, And the cylinder head 2 is connected and the intake air of the controlled intake air amount is guided to the intake pipe 12 of the combustion chamber 4 by the throttle valve 11.

The intake port 2i provided in the cylinder head 2 is in an open state when the intake valve 13 driven by the valve device 23 is opened, and the intake air flowing through the intake pipe 12 flows in through the intake port 2i. Combustion chamber 4.

The exhaust device 6 includes an exhaust pipe 15 connected to the cylinder head 2, and a catalytic device as a catalyst device provided in the exhaust pipe 15 of the exhaust pipe 15, that is, the ternary catalyst device 16. When the combustion gas in the combustion chamber 4 that has driven the piston 3 is exhausted, the exhaust valve 14 provided in the exhaust port 2e of the cylinder head 2 is opened and closed by the valve device 23, and the valve is opened. The exhaust port 2e flows into the exhaust pipe 15.

The operation control device that controls the operating state of the internal combustion engine E includes an ignition device 21 including the ignition plug 21a, and a part of the exhaust gas flowing to the intake passage, in addition to the fuel injection valve 20 attached to the intake pipe 12. The exhaust gas recirculation device 22 of 5a, the valve device 23 provided with a cam shaft that is rotationally driven in synchronization with the crankshaft 7 and that opens and closes the intake valve 13 and the exhaust valve 14, and the state of the valve for detecting the state of the internal combustion engine E The detection unit and the electronic control unit 40 to 43 that control the fuel injection valve 20, the ignition device 21, the exhaust gas recirculation device 22, and the valve device 23 in accordance with the state of the device detected by the mechanism state detecting unit Component (component) (ECU) 24.

The ECU 24 is composed of a computer, and includes an input/output interface, a central processing unit (CPU), and a ROM and temporary memory including various control programs and various maps Mb, Mo, Ms, Mi, Me, Mv, and the like. A memory device 24a of a RAM such as various materials.

The valve device 23 is a variable valve device and includes a valve characteristic variable mechanism 23a. The valve actuation characteristics of the valve, that is, the intake valve 13 and the exhaust valve 14, are at least one of the valve lift amount and the opening and closing period. change.

The organ state detecting unit includes a crank angle sensor 25 for a rotation angle sensor that detects a rotational position of the crankshaft 7 (hereinafter referred to as a "crank position"), and a crank angle sensor 25 according to the crank angle sensor 25 The number of revolutions of the average engine rotation of the internal combustion engine E is output, that is, the number of revolutions detecting unit 31 for the average number of engine revolutions Ne, and the angular velocity ω of the crankshaft 7 is detected based on the output of the crank angle sensor 25 (refer to FIG. 2) The fluctuation amount detecting unit 32 for the fluctuation amount Δω, the throttle valve opening degree sensor 26 for detecting the opening degree α of the throttle valve 11, and the oxygen as a component for exhausting the exhaust gas as the detected air-fuel ratio The oxygen-containing detector of the air-fuel ratio sensor is an O ₂ sensor 27, a warm-up state detecting portion 33 for detecting a warm-up state of the internal combustion engine E, and a detected throttle valve opening degree sensor 26 and The abnormality detecting unit 34 for the abnormality of the O ₂ sensor 27, and the temperature sensor for detecting the temperature of the temperature of the cooling water and the lubricating oil of the internal combustion engine E, and the acceleration of the internal combustion engine E at the start of acceleration and The detection unit for each detection when decelerating.

Fig. 2 is a schematic explanatory view showing the relationship between the respective strokes of the internal combustion engine and the angular velocities of the signal rotor, the pulse, and the crankshaft. Further, Fig. 3 is a detailed explanatory view showing the relationship between the respective strokes of the internal combustion engine and the angular velocities of the signal rotor, the pulse, and the crankshaft.

When the second and third figures are referred to together, the crank angle sensor 25 is provided as a signal rotor 25a provided on the detected portion of the rotor that is integrally provided on the crankshaft 7, that is, the flywheel 8. The two-signal rotor 25a2 and the pickup 25b as a detecting unit provided in the main body of the unit are configured, and the detection signal is input to the ECU 24. The signal rotor 25a is a range of a predetermined crank angle θ (corresponding to a signal rotor electrical angle T3) based on a position corresponding to a crank position before the top dead center of the piston 3. The second signal rotor 25a2 is provided at a predetermined angle (for example, 22.5 [deg]) from the signal rotor 25a. The pickup 25b outputs the rising pulse PS12 and the falling pulse P22 when the leading end and the trailing end of the signal rotor 25a are detected in the rotation direction R of the crankshaft 7, and the leading end and the rear end of the second signal rotor 25a2 are respectively When the detection is not detected, the rising pulse PS11 and the falling pulse P21 are output.

Therefore, the average angular velocity of the crankshaft 7 between the two pulses PS12 and PS22, that is, the angular velocity ω, is calculated from the sub-type by the ECU 24.

ω=θ/τ

Here, τ is the time between the two pulses PS12 and PS22.

Referring to Fig. 1, the average engine rotation number Ne is captured as the average angular velocity when the crankshaft 7 performs one rotation, and is detected by the ECU 24 based on the detection signal of the crank angle sensor 25.

Further, the angular velocity ω of the crankshaft 7 is calculated by the ECU 24 based on the detection signal of the crank angle sensor 25.

As a result of this, the fluctuation amount Δω of the angular velocity required for the estimation of the air intake amount is also calculated by the ECU 24 in accordance with the calculated average engine rotation number Ne and the angular velocity ω of the crankshaft 7. Specifically, the amount of change Δω is the difference between the angular velocity ω and the average number of engine revolutions Ne in the specific crank position of the crankshaft 7 detected by the crank angle sensor 25, and is calculated by the following equation.

Δω=Ne-ω

Here, the estimation (calculation) of the air intake amount based on the fluctuation amount Δω will be described.

Referring to the second drawing, the angular velocity ω of the crankshaft 7 fluctuates during each of the four strokes of the intake stroke, the compression stroke, the combustion expansion stroke, and the exhaust stroke that constitute one stroke of the internal combustion engine E. Specifically, in the intake stroke, the angular velocity ω is reduced by the occurrence of pump operation such as suction resistance. In the compression stroke, the angular velocity ω of the crankshaft 7 is greatly reduced by the occurrence of the compression resistance generated by the pressure rise in the combustion chamber 4. In the combustion expansion stroke, the angular velocity ω is greatly increased by increasing the pressure in the combustion chamber 4 by the energy generated by the combustion. In the exhaust stroke, after the combustion is completed and the angular velocity ω reaches a peak, the angular velocity ω is reduced by the occurrence of the frictional resistance and the discharge resistance of the exhaust gas generated by the exhaust gas.

Further, the average number of engine revolutions Ne (shown by the two-point lock line in Fig. 2) is the same, because the low intake air amount or the angular velocity ω at the time of low torque is changed in the manner shown by the solid line in Fig. 2 The angular velocity ω at the high intake air amount or the high torque is changed by the dotted line in Fig. 2, so the more the intake air amount, or the greater the torque generated by the internal combustion engine E, the angular velocity ω The bigger the change.

Fig. 4 is a view showing the relationship between the absolute value of the fluctuation amount of the angular velocity and the intake air, using the average engine rotation number as a parameter.

In addition, as shown in FIG. 4, when the average engine rotation number Ne is constant, since there is a linear strong relationship between the fluctuation amount Δω of the angular velocity ω and the intake air amount, the number Ne is rotated per average engine. The amount of intake air can be estimated based on the amount of change Δω.

The fluctuation amount Δω is detected by the crank angle sensor 25 used for the calculation of the average engine rotation number Ne or the like as described above, so that it is possible to perform the air flow meter and the suction air pressure sensor without using the air flow meter and the suction air pressure sensor. Estimation of the amount of intake air (calculated).

In this case, the fluctuation amount Δω in the specific crank position of the crankshaft 7 detected by the fluctuation amount detecting unit 32 depends on the position of the signal rotor 25a of the crank angle sensor 25, and is implemented here. In the example, it is the crank position before the top dead center of the piston 3, and is set as the angular velocity ω in the compression stroke of the specific stroke among the four strokes of the intake stroke, the compression stroke, the combustion expansion stroke, and the exhaust stroke. The amount of change Δω.

In this way, the fluctuation amount detecting unit 32 detects the fluctuation amount Δω before the compression top dead center, and the fluctuation amount Δω in the crank position that is larger than the other crank position fluctuation amount Δω is detected. The amount of change Δω is correctly detected. Further, the angular velocity ω calculated based on the crank angle sensor 25 is smaller than the top dead center of the exhaust gas because the compression top dead center is small, so the angular velocity ω before the compression top dead center is defined.

Next, the calculation time point of the calculation of the average engine rotation number Ne and the calculation time point of the angular velocity ω of the crankshaft 7 are reviewed.

When the fluctuation of the number of engine revolutions is small, the actual engine rotation number and the detected average engine rotation number Ne are almost the same, so the calculation time of the average engine rotation number Ne and the calculation time of the angular velocity ω of the crankshaft 7 are calculated. The points do not need to be strictly considered, and the calculation time points can be performed in other strokes, and the load generated by the parallel processing calculation can also be reduced.

However, when the engine state changes greatly during rapid acceleration or rapid deceleration, the fluctuation of the average engine rotation number Ne also increases, and the calculation time point of the average engine rotation number Ne and the angular velocity ω of the crankshaft 7 are calculated. The method of different time points is not good from the viewpoint of obtaining the correct amount of variation Δω.

This is because when the stroke of the calculation of the angular velocity ω of the crankshaft 7 and the calculation of the average engine rotation number Ne are performed, the angular velocity ω of the crankshaft 7 and the average engine rotation number Ne are not integrated (inconsistent). As a result, the amount of further air intake will also be different from the actual amount of air intake required.

Specifically, when the actual number of engine revolutions at the time of detecting the angular velocity ω of the crankshaft 7 is greatly increased for the average number of engine revolutions Ne at the time of detection, the appearance is smaller with the number of engine revolutions. The situation detected is equivalent.

This result, as shown in the sub-expression, the value of Δω is taken to take a negative value.

Δω=Ne-ω<0

Therefore, the estimated (calculated) air intake amount is less than the actual required air intake amount. Therefore, the ignition timing is set earlier than the optimum ignition timing.

On the other hand, when the actual number of engine revolutions at the time of detecting the angular velocity ω of the crankshaft 7 is greatly reduced for the average number of engine revolutions Ne at the time of detection, the number of revolutions with the engine is large. The situation detected is equivalent.

As a result, the value of Δω (=Ne-ω) is larger than the correct value, and the estimated air intake amount is more than the actual required air intake amount. Therefore, the ignition timing is set to be slower than the optimum ignition timing.

These results, in any case, are different from the actual required air intake, and the ignition time point also deviates from the optimum time point.

Therefore, it is preferable to simultaneously calculate the angular velocity ω of the crankshaft 7 while calculating the average engine rotation number Ne in the stroke before the compression stroke of the predetermined ignition.

By calculating these calculations at the same time, the engine state at the time of calculation can be regarded as the same, and a more preferable air intake amount can be calculated.

More preferably, the compression stroke before the predetermined ignition stroke is calculated simultaneously with the angular velocity ω of the crankshaft 7 during the calculation of the average number of engine revolutions Ne, and the calculation can be performed in an engine state closer to the actual ignition timing. .

Here, in the present embodiment, the angular velocity ω of the crankshaft 7 is simultaneously calculated during the calculation of the average engine rotation number Ne for the compression stroke before the predetermined ignition stroke. Therefore, according to the present embodiment, the calculation of the average engine rotation number Ne and the calculation of the angular velocity ω of the crankshaft 7 are different in the case of the other strokes, and the calculation of the average engine rotation number Ne and the crank angular velocity ω are performed. When the state of the engine is calculated to be the same, even if the fluctuation of the number of engine revolutions is large, the influence can be reduced, and the fluctuation amount Δω can be calculated more accurately. Further, the appropriate air intake amount can be calculated and set. Appropriate ignition timing.

In this way, a part of the mechanism state detecting unit is the rotation number detecting unit 31 and the fluctuation amount detecting unit 32, and further, the warm-up state detecting unit 33 and the abnormality detecting unit 34 which will be described later can realize the respective parts. It functions as the ECU 24.

However, the O ₂ sensor 27 is a detection element 27a having a solid electrolyte substrate mainly composed of zirconia, and the concentration of oxygen in the exhaust gas is detected by referring to the first and fourth figures. When the air-fuel ratio is smaller than the theoretical air-fuel ratio and the air-fuel ratio is smaller than the theoretical air-fuel ratio, the rich signal is outputted ON/OFF, and the air-fuel ratio is larger than the theoretical air-fuel ratio. /OFF) outputs a lean signal, and these detection signals S0 are input to the ECU 24.

In the O ₂ sensor 27, the detection element 27a does not generate the detection signal S0 that accurately reflects the oxygen concentration in a low temperature state and in an inactive state, and cannot operate normally. Therefore, when the detecting element 27a is in an active state of a predetermined temperature or higher, the amount of fuel Q injected from the fuel injection valve 20 in accordance with the detected detection signal S0 is controlled. In the O ₂ sensor 27, the heater for shortening the time until the detecting element 27a is heated until it is in an active state is not provided, and the cost of this portion is reduced.

Further, the O ₂ sensor (oxygen detector) may be a LAF sensor that linearly detects the oxygen concentration (ie, the air-fuel ratio) in the exhaust gas. In this case, by setting the target air-fuel ratio to a thin air-fuel ratio, the fuel consumption (specific fuel consumption) can be improved.

Fig. 5 is a graph showing changes in the detection signal of the O ₂ sensor after the start of the operation in the state before the warm-up is completed.

As shown in Fig. 5, the internal combustion engine E is in a cold state, that is, in a state before the warm-up is completed. When the O ₂ sensor 27 is in an inactive state, the amplitude of the rich signal and the poor signal is small, and it is impossible to detect. The correct air-fuel ratio is obtained. Further, while the warm-up of the internal combustion engine E is in progress, as the temperature of the detecting element 27a rises, the amplitude between the rich signal and the lean signal becomes large, and when the warm-up of the internal combustion engine E is completed, the detecting element 27a approaches a predetermined temperature. The output of the rich signal and the poor signal, which correctly reflect the air-fuel ratio, can be almost a certain value. Therefore, the ECU 24 can function as the warm-up state detecting unit 33, and detects the warm-up state of the internal combustion engine E by the detection signal S0 output from the O ₂ sensor 27.

Referring to Fig. 1, the ECU 24 functions as the abnormality detecting unit 34, and detects the throttle valve opening degree based on the detection signal St of the throttle valve opening degree sensor 26 and the detection signal S0 of the O ₂ sensor 27. The sensor 26 or the O ₂ sensor 27 is faulty or abnormal.

The air-fuel ratio control unit 40 is configured by a throttle valve opening degree sensor 26, a rotation number detecting unit 31, an O ₂ sensor 27, a fluctuation amount detecting unit 32, a warm-up state detecting unit 33, and The opening degree α detected by the abnormality detecting unit 34, the average engine rotation number Ne, the detection signal S0 indicating the air-fuel ratio, the warm-up state of the internal combustion engine E, the fluctuation amount Δω, and the throttle valve opening degree sensor 26 and O ₂ The respective abnormalities/normalities of the sensor 27 set the amount of fuel Q (e.g., fuel injection time) injected from the fuel injection valve 20 toward the intake air.

Further, the control map used for setting the fuel amount Q is stored in the memory device 24a.

This control map includes a basic amount map Mb in which the basic amount Qb of the fuel amount Q is determined by using the opening degree α and the average engine rotation number Ne as variables, and the detection signal S0 of the O ₂ sensor 27 as a variable. The correction map M0 for correcting the basic amount Qb or the correction map M0 whose correction amount is determined, and the specific fuel map Ms for which the specific fuel amount Qs is determined by using the fluctuation amount Δω and the average engine rotation number Ne as variables, and The ignition map Mi, the exhaust gas flow map Me, and the valve map Mv, which will be described later.

Fig. 6 is a flowchart showing the operation of the embodiment.

Next, the control of the fuel amount Q by the air-fuel ratio control unit 40 every predetermined time will be described with reference to Fig. 6 .

First, the ECU 24 determines whether or not the throttle valve opening degree sensor 26 or the O ₂ sensor 27 is abnormal based on the detection signal Sa (refer to FIG. 1) of the abnormality detecting unit 34 (step S1).

According to the determinations of step S1 and step S2, the abnormality detecting unit 34 does not detect that the throttle valve opening degree sensor 26 and the O ₂ sensor 27 are abnormal, and the O ₂ sensor 27 is in an active state. The internal combustion engine E is operated in a normal state. In the normal operation, the processes of steps S3 and S4 are executed, and the air-fuel ratio control unit 40 controls the air-fuel ratio based on the detection signal S0 of the O ₂ sensor 27 from the active state, that is, the rich signal and the poor signal. The feedback control used is performed as a normal time control so that a mixture of a theoretical air-fuel ratio as a target air-fuel ratio is formed.

On the other hand, in the determination of step S1, it is detected that the throttle valve opening degree sensor 26 or the O ₂ sensor 27 is abnormal according to the detection signal Sa of the abnormality detecting unit 34 (step S1; Yes). Or, in the determination of step S2, the detection signal SwO ₂ sensor 27 is not in an active state according to the warm-up state detecting portion 33, so that the internal combustion engine E is in a state before the warm-up is completed (step S2; No), the internal combustion engine E is operated in a specific state of the engine.

In the specific operation, the ECU 24 is a compression stroke (compression stroke P1; reference numeral 3) before the predetermined ignition stroke (compression stroke P0; reference numeral 3), in accordance with the fluctuation amount detecting portion 32. The calculated angular velocity ω and the average engine rotation number Ne calculated by the rotation number detecting unit 31 are calculated by the fluctuation amount Δω, and the specific fuel map Ms is searched, and the specific fluctuation amount Δω and the average engine rotation number Ne are set. The fuel amount Qs (step S6), the specific fuel amount Qs is used as the fuel amount Q, and the drive signal for injecting the fuel amount Q is output to the fuel injection valve 20 (step S5), and the fuel injection valve 20 is the fuel amount. The Q fuel is subjected to specific time control (open loop control) toward the intake air injection. Further, at this specific time, the correction of the fuel amount Qs at a specific time may be based on the correction of the temperature of the apparatus, or the correction at the time of acceleration or during deceleration.

Referring to Fig. 1, the ignition control unit 41 uses the fluctuation amount Δω and the average engine rotation number Ne as variables based on the crank position detected by the crank angle sensor 25, and determines the ignition according to the ignition timing. Map Mi controls the ignition period. The exhaust gas recirculation control unit 42 controls the recirculation control valve 22a to control the flow rate of the exhaust gas by controlling the recirculation control valve 22a based on the fluctuation amount Δω and the average engine rotation number Ne as variables and determining the opening degree of the recirculation control valve 22a. In addition, the valve control unit 43 is a valve map MV control that determines the valve lift amount or the opening/closing timing in accordance with the actuator position of the valve characteristic variable mechanism 23a by using the fluctuation amount Δω and the average engine rotation number Ne as variables. The actuator.

Therefore, the internal combustion engine E does not need to have the air flow sensor and the suction air pressure sensor, and can perform the operation control of the internal combustion engine E corresponding to the ignition timing of the intake air amount, the exhaust gas flow rate, and the valve actuation characteristic. Air-fuel ratio control with high accuracy corresponding to the amount of intake air can be performed, and improvement in injection performance and improvement in fuel consumption can be expected.

In the above description, although the air-fuel ratio sensor is provided, the same applies to the case where the air-fuel ratio sensor is not provided.

[2] Second embodiment

In the second embodiment, there is an example of setting the calculation period of the average engine rotation number Ne. In the second embodiment, the device configuration is referred to the first diagram.

Fig. 7 is a detailed explanatory view showing the relationship between the respective strokes of the internal combustion engine and the angular velocities of the signal rotor, the pulse, and the crankshaft in the second embodiment.

However, in actuality, the amount of change in the average number of engine revolutions Ne is not constant at the time of rapid acceleration or sudden deceleration. For example, in the compression stroke during rapid acceleration, if the ignition is performed at the set ignition timing point before the compression top dead center, the energy generated by the combustion is generated to increase the pressure in the combustion chamber 4, and the number of engine rotations is large. Variety. The large change in the number of revolutions of this engine is as shown in Fig. 7, which occurs after the ignition, and then gradually changes (in the seventh figure, it is increased).

In the second embodiment, the fluctuation amount Δω is calculated by including the engine rotation number abruptly. Therefore, the calculation period including at least the angular velocity ω and the period from the ignition timing point to the compression top dead center are included. It is calculated as the average engine rotation number Ne.

In the calculation of the average number of engine revolutions Ne, the calculation of the angular velocity ω is performed simultaneously, and when the period in which the crankshaft, that is, the signal rotor 25a is rotated, is used as the calculation period of the average engine rotation number Ne, the slave rotor is included. The period from the rising time point of the rising pulse PS12 generated by the passage of 25a to the period in which the crankshaft is rotated until the top dead center is compressed has the following three types of periods.

(1) A period from the rising time point of the rising pulse PS11 in the compression stroke to the rising time point of the rising pulse PS11 in the exhaust stroke.

(2) A period from the falling time point of the falling pulse PS21 in the compression stroke to the rising time point of the falling pulse PS21 in the exhaust stroke.

(3) A period from the rising time point of the rising pulse PS12 in the compression stroke to the rising time point of the rising pulse PS12 in the exhaust stroke.

Among these, the period in which the control is more suitable is the period of (3) in which the latest average engine rotation number Ne is obtained after the fluctuation of the rotational speed of the crankshaft 7, that is, the average engine rotation number Ne. However, actually, even the period of (1) or (2) may be used.

Further, if the crankshaft is shorter than the period of one rotation, there is no problem, and the rise time point or the fall time point of the pulse PSA1 corresponding to the second signal rotor 25a2 and the rise of the pulse PSA2 of the corresponding signal rotor 25a. The period in which the time point or the fall time point is appropriately combined may be the calculation period of the average engine rotation number Ne. Even in this case, the calculated average number of engine revolutions Ne is preferably such that the calculated period is closer to the state in which the number of revolutions of the engine in the ignition timing of the object to be calculated is closer.

[3] Third embodiment

In the third embodiment, an error in the circumferential direction of the signal rotor (signal rotor width) (for example, mass production tolerance) is considered, and an example in which the angular velocity is detected and the angular velocity is detected with higher accuracy is used. In the third embodiment, the configuration of the device is referred to in Fig. 1, and the relationship between the strokes of the internal combustion engine and the angular velocities of the signal rotor, the pulse, and the crankshaft is referred to Fig. 7.

When the angular velocity of the crankshaft is detected using the signal rotor and the pickup, the signal rotor electrical angle corresponding to the detected pulse width is calculated by using a predetermined fixed value and calculating the angular velocity. .

However, if the front end and the rear end of the same signal rotor are detected by the same pickup, if the change over time is overhauled, the angle of rotation of the flywheel between the detected rising pulse and the falling pulse is also It is the signal rotor rotor angle, although it is always fixed, but the signal rotor and pickup are mounted on the actual vehicle due to the error of the signal rotor or the pickup (size error, mass production tolerance, etc.) The electrical angle of the detected rotor of the signal may not necessarily be equal to the predetermined electrical angle of the signal rotor. This is because the detection accuracy of the load state of the internal combustion engine has room for improvement.

Here, the object of the third embodiment is to reduce the influence of errors such as tolerances during mass production of the signal rotor or the pickup, improve the detection accuracy of the load state of the internal combustion engine, and perform operation control.

First, for specific explanation, first, the installation position of the signal rotor will be specifically described.

Fig. 8 is a view showing a specific example of the mounting position of the signal rotor and the second signal rotor.

As shown in Fig. 8, the signal rotor 25a and the second signal rotor 25a2 have the tip end of the second signal rotor 25a2 mounted at a position 82.5 before the position corresponding to the top dead center of the piston 3 in the flywheel 8. The position of the deg], the rear end of the signal rotor 25a is mounted at a position 15 [deg] ahead of the position corresponding to the top dead center position of the piston 3. Further, the predetermined crank angle θ=45 [deg] corresponding to the signal rotor width, the front end of the signal rotor 25a is a position 60 [deg] ahead of the position corresponding to the top dead center position of the piston 3.

As a result of this, the tip end of the second signal rotor 25a2 is disposed at a front end of the signal rotor 25a at a predetermined position of a predetermined angle = 22.5 [deg].

Next, the principle of the third embodiment will be described.

Fig. 9 is a schematic explanatory view of the third embodiment.

Under the condition that the angular velocity of the crankshaft is regarded as the primary coefficient (change of the straight line), for example, in the continuous exhaust stroke and the intake stroke (corresponding to = crankshaft rotation angle 360 [deg]), it can be regarded that the angular velocity is a straight line. Earth change (increase or decrease).

Therefore, the angular velocity change in the period in which the angular velocity changes linearly is approximated as a straight line of the primary coefficient, and it can be calculated that the angular velocity time integral in the detection period of the signal rotor is also the time when the signal rotor passes the detection (period). When the rotation angle of the crankshaft and the angular velocity time integral in the non-detection (period) of the signal rotor are the rotation angle of the crankshaft during the non-detection period of the signal rotor, the detection period of the signal rotor can be calculated. The angle of rotation of the crankshaft, that is, the actual signal rotor electrical angle T3.

That is, according to the angular velocity ωx when the signal rotor is detected and the angular velocity ωy when the signal rotor is not detected, as shown in Fig. 8, the signal rotor corresponding to the signal rotor width of the signal rotor is electrically calculated by geometric calculation. The angle T3 is calculated, and by dividing the signal rotor electrical angle T3 by the detection time Tx, the angular velocity ω can be calculated more accurately.

In the third embodiment, the signal rotor angle Dx is obtained according to the angular velocity ωx when the signal rotor passes the detection and the detection time Tx, and the non-detection is based on the angular velocity ωy when the signal rotor passes the non-detection. At time Ty, an angle Dy other than the signal rotor angle Dx is obtained, and the signal rotor electrical angle T3 is calculated by the following equation.

T3={Dx/(Dx+Dy)}×360[deg]

Next, the calculation procedure of the electrical angle of the actual signal rotor will be described in detail. In the following description, the rising time point of the pulse PSA1 corresponding to the second signal rotor 25a2 is a position at which the rotation angle of the crankshaft PSA2 of the corresponding signal rotor 25a is 22.5 [deg]. In this manner, the signal rotor 25a and the second signal rotor 25a2 are provided on the flywheel 8. That is, it is set to D1 + D2 = 22.5 [deg]. In addition, this angle is an appropriate setting, and if it is known in advance, it is not limited to 22.5 [deg].

More specifically, as shown in FIG. 8, when the exhaust stroke and the intake stroke angular velocity are reduced linearly once, it represents a rise time point of the pulse PSA1 of the second signal rotor 25a2 in the exhaust stroke. And the angular velocity of the crankshaft between the rising time points of the pulse PSA2 corresponding to the signal rotor 25a is the angular velocity ωA (in this embodiment, the average angular velocity in the mechanism), where the exhaust stroke passes through a continuous intake stroke, representing When the rising time point of the pulse PSA1 of the second signal rotor 25a2 in the corresponding compression stroke and the angular velocity of the crankshaft between the rising time points of the pulse PSA2 of the corresponding signal rotor 25a are the angular velocity ωB, these are calculated. Angular velocity ωA and angular velocity ωB.

In other words, by detecting the period time TA from the rising time point of the pulse PSA1 corresponding to the previous second signal rotor 25a2 to the rising time point of the pulse PSA2 corresponding to the subsequent signal rotor 25a, The average angular velocity ωA in the period is calculated.

Similarly, by detecting the period TB from the rising time point of the pulse PSA1 corresponding to the second signal rotor 25a2 of the current time to the rising time point of the pulse PSA2 of the corresponding signal rotor 25a, the period is calculated by the following equation. The average angular velocity ωB.

Further, the pulse PSA2 corresponding to the signal rotor 25a in the exhaust stroke is the period of the "H" level, that is, the rotation angle of the crankshaft during the detection period of the signal rotor, that is, the signal rotor angle Dx, by calculating the area of the trapezoid The secondary expression.

[Number 1]

Here, the detection time Tx is the time from the rise of the pulse PSA2 of the corresponding signal rotor 25a until the fall.

(ω1+ωc)/2=ωx

On the other hand, the rotation angle Dy of the crankshaft during the non-detection period of the signal rotor is reversed by the pulse PSA2 corresponding to the signal rotor 25a in the exhaust stroke and after the subsequent compression stroke until the rise again, that is, by the rotation angle Dy of the crankshaft during the non-detection period of the signal rotor. A sub-expression of the area of the trapezoid is calculated.

[Number 2]

Here, the non-detection time Ty is a time from the fall of the pulse PSA2 corresponding to the second signal rotor to the rise of the pulse PSA2 of the second signal rotor in the corresponding compression stroke.

(ωc+ω0)/2=ωy

Further, the sum of the passing detection time Tx and the passing non-detection time Ty is equivalent to the time during which the crankshaft rotates.

Then, the angular velocity ω1 at the rising time point of the pulse PSA2 of the second signal rotor in the exhaust stroke is corresponding to the angular velocity ωc in the falling time point of the pulse PSA2 of the second signal rotor in the exhaust stroke, corresponding to the second time The angular velocity ω0 in the falling time point of the pulse PSA2 of the second signal rotor in the compression stroke is calculated by calculation.

[Number 3]

Here, D1 is a crank rotation angle corresponding to the "H" level period of the pulse PSA1, and D2 is a crank rotation angle corresponding to the "L" level period of the pulse PSA1 (the same applies hereinafter).

[Number 4]

[Number 5]

As a result of this, the rotation angle of the crankshaft in the detection period during the detection period, that is, the signal rotor electrical angle T3, is represented by the following equation.

[Number 6]

Therefore, by using the calculated signal rotor electrical angle T3, the error caused by the mass production tolerance during the detection of the signal rotor, etc., can be accurately grasped during the detection of the signal rotor generated by the signal rotor mounted on each vehicle. .

Next, for the actual vehicle, the rotation angle of the crankshaft during the detection of the signal rotor is calculated, and an outline procedure of the use will be described.

When the starter operation of the engine is performed by the starter (motor or pedal start axis), the ECU 24 detects the falling time point of the pulse PSA2 of the corresponding signal rotor 25a at an appropriate time point, and sets the ignition time point according to the time point. The engine started.

After the start of the engine, the ECU 24 calculates the angular velocity ωA and the angular velocity ωB based on the pulse signal output from the pickup 25b.

In parallel with this, the ECU 24 detects the time Ta, the detected time Tx, the non-detected time Ty, and the time Tb.

Further, according to each of the above equations, the signal rotor electrical angle T3 is calculated, and the calculated signal rotor electrical angle T3 is stored in the volatile memory such as the RAM, and then the engine load state is detected based on the signal rotor electrical angle T3. The operation control corresponding to the load state is performed.

As described above, according to the third embodiment, the signal rotor electrical angle T3 is calculated at the start of the engine, and since the calculation is performed based on the calculated signal rotor electrical angle T3, the signal rotor or the pickup can be reduced. The influence of the error such as the tolerance at the time of mass production, the load state of the internal combustion engine is accurately grasped, and the operation control is performed.

In the above description, the start is performed without using the signal rotor electrical angle T3 at the start of the engine, but the start is performed using a fixed value of the predetermined signal rotor electrical angle, and the signal rotor electrical angle T3 is calculated and used to calculate the value. The way of doing it is also possible.

The operation control device for the internal combustion engine of the present invention is not limited to the above embodiment, and various configurations can be employed without departing from the essence of the invention.

Further, in the above-described embodiment, the angular velocity ω of the crankshaft 7 is interposed between the angular velocity ω of the crankshaft 7 and the flywheel 8 coupled to the crankshaft 7, and the detected value is directly detected. The angular velocity ω of the rotating shaft (for example, the cam shaft of the valve device 23 or the auxiliary driving shaft of the internal combustion engine E) that rotates in synchronization with the crankshaft 7 is detected, so that the angular velocity ω of the crankshaft 7 is based on the detected value indirectly detected. Also.

Further, the fluctuation amount Δω may be a stroke other than the compression stroke of one stroke.

Further, the internal combustion engine E may be mounted on a machine other than the vehicle.

1. . . Cylinder block

2. . . cylinder head

2e. . . exhaust vent

2i. . . Suction port

3. . . piston

4. . . Combustion chamber

5. . . Suction device

5a. . . Inspiratory pathway

6. . . Exhaust

6a. . . Exhaust passage

7. . . Crankshaft

8. . . flywheel

10. . . Air cleaner

11. . . Throttle valve

12. . . Suction pipe

13. . . Suction valve

14. . . Vent

15. . . exhaust pipe

16. . . Ternary catalyst device

20. . . Fuel injection valve

twenty one. . . Ignition device

21a. . . Ignition plug

twenty two. . . Exhaust gas recirculation device

22a. . . Flow control valve

twenty three. . . Valve device

23a. . . Valve characteristic variable mechanism

twenty four. . . ECU (control department)

24a. . . Memory device

25. . . Crank angle sensor (rotation detection means)

25a. . . Signal rotor

25a2. . . 2nd signal rotor

25b. . . Pickup

26. . . Throttle valve opening sensor

27. . . O ₂ sensor

27a. . . Detection component

31. . . Rotation number detection

32. . . Change detection department

33. . . Warm-up status checkout

34. . . Abnormal detection department

40. . . Air-fuel ratio control unit

41. . . Ignition control unit

42. . . Exhaust gas flow control unit

43. . . Valve control unit

E. . . Internal combustion engine (engine)

Ne. . . Average engine rotation number

P0, P1. . . Compression stroke

T3. . . Signal rotor electrical angle

Δω. . . Variation

ω. . . Angular velocity

[Fig. 1] A diagram showing the configuration of an operation control device for an internal combustion engine according to an embodiment.

[Fig. 2] A schematic explanatory view showing the relationship between each stroke of the internal combustion engine and the angular velocities of the signal rotor, the pulse, and the crankshaft.

[Fig. 3] A detailed explanatory diagram showing the relationship between each stroke of the internal combustion engine and the angular velocities of the signal rotor, the pulse, and the crankshaft in the first embodiment.

[Fig. 4] A graph showing the relationship between the absolute value of the fluctuation amount of the angular velocity and the intake air using the number of engine revolutions as a parameter.

[Fig. 5] A graph showing a change in the detection signal of the O ₂ sensor after the start of the operation in the state before the warm-up is completed.

[Fig. 6] A flowchart of the operation of the embodiment.

[Fig. 7] A detailed explanatory diagram showing the relationship between each stroke of the internal combustion engine and the angular velocities of the signal rotor, the pulse, and the crankshaft in the second embodiment.

[Fig. 8] A view showing a specific example of the mounting position of the signal rotor and the second signal rotor.

[Fig. 9] A schematic diagram of the principle of the third embodiment.

Claims (1)

An operation control device for an internal combustion engine includes a flywheel (8) coupled to a crankshaft (7); and a signal rotor coupled to the flywheel (8) and serving as a rotation detecting portion of the crankshaft (7) (25a); and a rotation detecting means (25b) for detecting passage of the signal rotor (25a); and a control unit (24), which is a detection result generated by the rotation detecting means (25b), Calculating an average rotation number (Ne) in a predetermined period and a crank angular velocity (ω) corresponding to a portion of the crankshaft (7), and determining an ignition timing based on the calculation results; the control unit (24), It is a compression stroke before the compression stroke of the predetermined ignition, and the crank angular velocity (ω) is simultaneously calculated while calculating the average rotation number (Ne), and the crank angular velocity (ω) is obtained by using the signal rotor The angle (θ) from the front end to the rear end of (25a) is obtained by subtracting the time (τ) from the front end of the signal rotor (25a) until the rear end of the signal rotor (25a) is detected. The amount of fluctuation of the aforementioned crank angular velocity (ω) in the aforementioned compression process (Δ ω) is obtained by subtracting the crank angular velocity (ω) from the average number of revolutions (Ne), and the fluctuation amount (Δω) of the crank angular velocity (ω) from each of the average rotation numbers (Ne) and the suction In the relationship of the amount of air, the amount of intake air is calculated using the fluctuation amount (Δω), and the ignition timing is set from the amount of intake air.