JP2006029257A - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine preventing over advancement of ignition timing when engine speed suddenly changes. <P>SOLUTION: This device is provided with a time measure data operation means 205 operating time measured by an ignition timer 210 for detecting ignition timing as time measure date Tfn, a time measuring means 206 detecting time required for rotating a crank shaft in a specific section as a specific section passing time, a time measure date correction means 208 correcting time measure data by multiplying the time measure data Tfn by ratio Tan/Tan-1 of specific section passing time Tan measured by the time measuring means 206 right before start of ignition action and specific section passing time Tan-1 measured right before start of previous ignition action, and an ignition command issuing means 212 issuing an ignition command when measurement of corrected time measure data is started at the time of generation of reference pulse and measurement is completed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for an internal combustion engine that controls timing for giving an operation command to a control target device that executes a control target operation required in each combustion cycle of the internal combustion engine in response to the operation command.

  In order to operate the internal combustion engine, it is necessary to accurately control the control target operations such as the ignition operation and the fuel injection operation. As a control device for controlling various operations of the internal combustion engine, a device using a microcomputer is often used. A control device for controlling an operation to be controlled of an internal combustion engine includes a crank angle sensor that generates a plurality of pulses including a reference pulse at a predetermined crank angle position during one rotation of the crankshaft of the internal combustion engine, and a crank angle sensor Speed detection time data detection means for detecting the time required for the crankshaft to rotate at a certain angle from the generated pulse generation interval as speed detection time data reflecting the rotation speed of the internal combustion engine, and a reference pulse A time data calculating means for calculating the time data that is predicted to elapse from the timing at which the operation command is generated to time at which the operation command is generated as time data, and using the time data for speed detection; When the reference pulse is generated in the combustion cycle to be executed, the time data calculated by the time data calculator is opened. To, composed of a operation command generating means for generating an operation command at the completion of the measurement of the regimen time data.

  In the control device for an internal combustion engine targeted by the present invention, the operation and the operation command to be controlled take various forms depending on the configuration of the control target device. When controlling the ignition operation of the internal combustion engine, a high voltage for ignition is induced in the secondary coil of the ignition coil provided in the ignition device (control target operation performing means) at the crank angle position corresponding to the ignition timing of the internal combustion engine. The operation to be performed is a control target operation, and an ignition command that instructs the ignition device to perform an operation for inducing a high voltage for ignition is an operation command. For example, in the case where a current interrupting type ignition device is used in which an ignition high voltage is induced in the secondary coil of the ignition coil by interrupting the primary current of the ignition coil as the ignition device, the ignition coil is used. After the primary current is passed through the ignition command, an ignition command that instructs to cut off the primary current becomes an operation command. In addition, when a capacitor discharge type ignition device that induces a high voltage for ignition in the secondary coil of the ignition coil by discharging the charge accumulated in the ignition capacitor through the primary coil of the ignition coil through the discharge switch, An ignition command that instructs to trigger a switch that discharges the charge of the ignition capacitor is an operation command.

  In a fuel injection device for an internal combustion engine, the fuel injection amount is managed by managing the time (injection time) during which fuel is injected from the injector. That is, the fuel injection device calculates the injection time with respect to various control conditions such as the engine speed, the throttle valve opening, the atmospheric pressure, the intake air temperature, and causes the fuel to be injected during the calculated injection time. After calculating the time width of the injection command given to the fuel and starting the fuel injection at a predetermined crank angle position suitable as the position to start fuel injection, the time corresponding to the time width of the calculated injection command has elapsed When this is detected, the fuel injection is stopped. In this case, the injection command becomes the operation command.

In this type of control device, the speed at which the time required for the crankshaft to rotate at a certain angle from the pulse generation interval generated by the crank angle sensor is detected as speed detection time data reflecting the rotational speed of the internal combustion engine. Various function realization means such as detection time data detection means, time measurement data calculation means, and operation command generation means are configured by causing a microprocessor to execute a predetermined program. This type of control device is described in Patent Document 1, for example.
JP-A-1-227873

  As described above, when the control target operation of the internal combustion engine is controlled using the microcomputer, it is predicted that the time elapses from the timing at which the crank angle sensor generates the reference pulse to the timing at which the operation command is generated. After the time is calculated as time data, measurement of this time data is started when the reference pulse is generated, and the timing when the measurement is completed is detected as the timing for generating the operation command. Since the value of the timing data is calculated with respect to the engine speed, it is detected by the speed detection time data used when calculating the timing data in order to accurately detect the timing at which the operation command is generated. The rotational speed and the rotational speed of the engine when measuring time data need to match.

  However, in actuality, there may be a difference between the rotational speed detected by the time data used when calculating the time data and the rotational speed when measuring the time data. It is impossible to generate an operation command at a timing suitable for the above, and there is a possibility that the operation of the engine becomes unstable. In some cases, the engine may be damaged.

  For example, when controlling the ignition timing of an internal combustion engine, after calculating the time that is expected to elapse between the reference pulse generation timing and the ignition timing as timing data, using speed detection time data When the reference pulse is generated, measurement of the time measurement data is started, and when the measurement is finished, the ignition timing is detected, and an ignition command signal is given to the ignition device to perform the ignition operation. As described above, the timing data used for detecting the ignition timing is calculated using the time data reflecting the rotational speed (the time required for the crankshaft to rotate at a certain angle). If there is a difference between the rotational speed detected by the time data used in the above and the rotational speed when measuring time data, the ignition timing cannot be detected accurately.

  In a 4-cycle internal combustion engine, since there is a difference between the rotational speed in the exhaust stroke and the rotational speed in the compression stroke for performing the ignition operation, the value of the rotational speed detected in the exhaust stroke when calculating the time measurement data Is used, an error that occurs in the ignition timing (the generation timing of the ignition command signal) becomes large. For this reason, the time measurement data is usually calculated using the speed detection time data detected two rotations before the crank angle position where the reference pulse that gives the timing for starting the measurement of the time measurement data is generated.

  During steady operation of the engine, it is not a problem to detect the timing for generating the ignition command signal by measuring the timing data calculated as described above, but sudden acceleration and deceleration operations If the load is changed or the load suddenly changes, there is a large difference between the rotation speed detected by the speed detection time data used when calculating the time data and the rotation speed when measuring the time data. Since a difference may occur, when the ignition timing is detected using the time measurement data obtained by the conventional method, an error that cannot be ignored may occur in the ignition timing. In particular, when the throttle valve is suddenly opened while the internal combustion engine is operating at a low rotational speed, or when the load suddenly becomes heavy because the driving wheel of the motorcycle once floated in the air and grounded, During the compression stroke, the rotational speed is drastically decreased, and the rotational speed when measuring time data is significantly lower than the rotational speed used for calculating the time data. As described above, when the rotational speed when measuring the time data is significantly lower than the rotational speed when the speed detection time data used for calculating the time data is detected, the measurement of the time data is more than the original ignition timing. However, the ignition timing is over-advanced and the piston cannot exceed the top dead center, causing the internal combustion engine to stall or applying excessive force to the internal combustion engine. The engine could be damaged.

  When controlling the fuel injection device of the engine, the fuel injection time is calculated using the rotational speed as one of the control conditions, and the signal width of the injection command signal is set so that fuel is injected from the injector during the calculated injection time. The time measurement data to be determined is obtained, and the fuel injection operation is performed by generating an injection command signal while measuring the time measurement data. In this case as well, since the time data is calculated with respect to the engine speed, there is a difference between the speed value used to calculate the time data and the speed at which the time data is measured. If this is the case, the fuel injection amount cannot be accurately managed.

  An object of the present invention is for an internal combustion engine in which control of the internal combustion engine can be performed accurately by preventing a large error from occurring in the timing at which the operation command is generated even when the rotational speed of the engine suddenly changes. It is to provide a control device.

  The present invention is applied to a control device for an internal combustion engine that controls timing for giving an operation command to a control target device that executes a control target operation required in each combustion cycle of the internal combustion engine in response to the operation command. In the present invention, in order to achieve the above object, a crank angle sensor for generating a plurality of pulses including a reference pulse at a predetermined crank angle position during one rotation of the crankshaft of the internal combustion engine, and a crank angle sensor, Speed detection time data detecting means for detecting time required for the crankshaft to rotate at a constant angle from the generated pulse generation interval as speed detection time data reflecting the rotation speed of the internal combustion engine; Timekeeping data in which the time expected to elapse between the timing at which the reference pulse is generated and the timing at which the operation command is generated in each combustion cycle is used as timekeeping data, and the timekeeping data is calculated using the time data for speed detection The crankshaft is calculated with the calculation means and a specific angle section immediately before the crank angle position where the reference pulse is generated as a specific timing section. Time measuring means for measuring the time required to rotate the specific time interval as the specific interval passage time, and each combustion of the internal combustion engine in order to correct an error that occurs in the operation command generation timing due to fluctuations in the rotational speed of the internal combustion engine Timing data based on the specific section passage time measured by the timing means immediately before starting the controlled object operation in the cycle and the specific section passage time measured by the time measuring means immediately before starting the controlled object operation in the previous combustion signature Timekeeping data correcting means for correcting the timekeeping data calculated by the calculating means, and measurement of the timekeeping data corrected by the timekeeping data correcting means when a reference pulse occurs in each combustion cycle, and measuring the timekeeping data Operation command generating means for generating an operation command when it is finished is provided.

  As described above, a specific angle section immediately before the crank angle position where the reference pulse is generated is a specific time section, and the time required for the crankshaft to rotate the specific time section is measured as a specific section passage time. And a specific section passage time measured by the timing means immediately before starting the control target operation in each combustion cycle and a specific section passage measured by the timing means immediately before starting the control target operation in the previous combustion cycle By providing correction means for correcting the time data calculated by the time data calculation means based on the time, and detecting the generation timing of the operation command by measuring the corrected time data, it is possible to calculate the time data. The internal combustion engine between the time when the time data for speed detection used is detected and the time when the measurement of the time data is started If the rotational speed is suddenly changed, it is possible to prevent the large error generation timing of the operation command is generated.

  When the control device for an internal combustion engine targeted by the present invention is a control device that controls the timing of giving the ignition command to the ignition device for the internal combustion engine that performs an ignition operation in response to the ignition command, the crank angle sensor A plurality of first reference pulses generated at a position advanced from a crank angle position corresponding to the top dead center of the piston of the internal combustion engine, and a second reference pulse generated at a position later than the reference pulse. That generate a pulse at a predetermined crank angle position are used.

  In this case, the speed detection time data detection means calculates the time required for the crankshaft to rotate at a constant angle from the pulse generation interval generated by the crank angle sensor, and the speed detection time reflecting the rotational speed of the internal combustion engine. Configured to detect as data.

  Further, the time data calculating means uses the time data as the time expected to elapse from the timing at which the first reference pulse is generated in each combustion cycle to the timing at which the ignition operation is started, as the time data (Tfn). Is calculated using the speed detection time data and the crank angle position data for performing the ignition operation, and the time measuring means calculates a constant angle interval immediately before the crank angle position at which the first reference pulse is generated. The specific time interval is configured to measure the time required for the crankshaft to rotate in the specific time interval.

  Further, the specific section passage time (Tan) measured by the time measuring means immediately before starting the ignition operation in each combustion cycle of the internal combustion engine and the specific time measured by the time measuring means immediately before starting the ignition operation in the previous combustion cycle. Time data correction means for correcting time data by multiplying the time data (Tfn) calculated by the time data calculation means by the ratio (Tan / Tan-1) to the section passage time (Tan-1), and each ignition operation Ignition command generation for starting measurement of time data corrected by the time data correction means when the first reference pulse is generated in the combustion cycle to be performed, and generating an ignition command when the measurement of the time data is finished Means.

  When the control device for an internal combustion engine to which the present invention is directed is a control device for controlling the fuel injection amount of the fuel injection device for the internal combustion engine in which the fuel injection amount is determined by the time width of the injection command signal, the crank angle sensor Is used to generate a plurality of pulses including a reference pulse at a predetermined crank angle position during one rotation of the crankshaft, and the speed detection time data detection means generates pulses generated by the crank angle sensor. The time required for the crankshaft to rotate at a certain angle from the interval is detected as speed detection time data reflecting the rotational speed of the internal combustion engine.

  Further, time data calculating means for calculating time data (Tjn) for determining the time width of the injection command signal using the rotational speed information included in the speed detection time data as one of the control conditions, and a crank for starting the fuel injection operation A time measuring means for measuring a time required for the crankshaft to rotate in the specific time interval as a specific time interval set immediately before the angular position as a specific time interval, and a rotational speed of the internal combustion engine In order to correct the error occurring in the time width of the injection command signal due to the fluctuation of the engine, the specific section passage time (Tan) measured by the time measuring means immediately before starting the fuel injection operation in each combustion cycle of the internal combustion engine and the previous combustion cycle Measured by the timing data calculation means based on the specific section passage time (Tan-1) measured by the timing means immediately before starting the fuel injection operation in Time data correction means for correcting the data and measurement of the time data corrected by the time data correction means when a reference pulse is generated in the combustion cycle in which each fuel injection is performed. And an injection command generating means for generating an injection command signal during the operation.

  As described above, according to the present invention, the time measuring means for measuring the time required for the crankshaft to rotate in a certain angle section is provided, and the time measuring means immediately before starting the operation to be controlled in each combustion cycle. By correcting the time data calculated by the time data calculating means based on the measured time and the time measured by the time measuring means immediately before starting the previous controlled object operation, and by measuring the corrected time data Since the generation timing of the operation command is detected, the generation timing of the operation command can be obtained even when the rotational speed of the internal combustion engine suddenly changes from the time when the timing data is calculated to the time when measurement of the timing data is started. Can be detected without a large error. Therefore, it is possible to prevent a large error in the generation timing of the operation command due to a sudden change in the rotational speed of the engine, resulting in unstable operation of the engine or damage to the engine.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 schematically shows a hardware configuration of an embodiment in which the present invention is applied to a control device that controls the ignition timing of an engine with the ignition operation of a four-cycle single cylinder internal combustion engine as a control target operation. . In the figure, reference numeral 1 denotes an ignition coil having a primary coil 1a and a secondary coil 1b that are grounded at one end. The non-ground side terminal of the primary coil 1a of the ignition coil is connected to the electronic control unit 2, and the secondary coil 1b. Is connected to a non-grounded terminal of a spark plug 3 attached to a cylinder of an internal combustion engine (not shown).

  The electronic control unit 2 includes an ignition capacitor Ci having one end connected to the non-ground side terminal of the primary coil 1a of the ignition coil, and a thyristor having a cathode connected to the ground side between the other end of the capacitor Ci and the ground. Thi, a DC / DC converter 2A that boosts the output voltage of the battery 4 to a voltage of two hundred and several tens volts, and when the calculated ignition timing is detected by calculating the ignition timing of the engine for various control conditions Is provided with a microprocessor (MPU) 2B for giving an ignition signal Vf to a thyristor Thi, and an interface circuit 2C. An output voltage of the converter 2A is a series circuit of an ignition capacitor Ci and a primary coil 1a of the ignition coil. Applied to both ends. In this example, the ignition coil 1, the ignition capacitor Ci, and the thyristor Thi constitute a capacitor discharge type internal combustion engine ignition device.

  In this ignition device, the ignition capacitor Ci is charged to the illustrated polarity by the output voltage of the DC / DC converter 2A. When the ignition command signal Vf is given from the microprocessor 2B to the thyristor Thi at the ignition timing of the internal combustion engine, the thyristor Thi is turned on, so that the charge accumulated in the ignition capacitor Ci is changed between the thyristor Thi and the primary coil 1a of the ignition coil. To discharge through. Due to this discharge, a high voltage is induced in the primary coil 1a, and this voltage is boosted by the boost ratio of the ignition coil, and a high voltage for ignition of 30 and several kilovolts is induced in the secondary coil 1b. Since the ignition high voltage is applied to the spark plug 3, spark discharge occurs in the spark plug 3, and the engine is ignited.

  Reference numeral 5 denotes an iron flywheel attached to the crankshaft of the internal combustion engine, and the first and second reluctors 5a and 5b are provided at predetermined angular intervals on the outer periphery of the flywheel. The flywheel 5 and the reluctors 5a and 5b constitute a sensor rotor Rt, and the crank angle sensor 6 is disposed at a position close to the outer periphery of the rotor Rt. In this example, it is assumed that the rotor Rt rotates counterclockwise (arrow direction) in FIG. 1 when the engine rotates forward.

  The crank angle sensor 6 has a front end side edge (rising edge) S1 and a rear end side edge (falling edge) S2 in the rotation direction of the first reluctator 5a at the crank angle positions θ1 and θ2, respectively, while the crankshaft rotates once. 5A, the first pulse Vs1 and the second pulse Vs2 as shown in FIG. 5A are generated, and the front end side edge (rising edge) S3 in the rotation direction of the second reluctator 5b at the crank angle positions θ3 and θ4, respectively. Then, the trailing edge (falling edge) S4 is detected to generate the third pulse Vs3 and the fourth pulse Vs4. In this example, the polar angle α of the second reluctator is set to be larger than the polar angle β of the first reluctator, and the first pulse Vs1 is generated and the second pulse Vs2 is generated. The time from the generation of the three pulses Vs3 to the generation of the fourth pulse Vs4 is longer.

  When the ignition timing is controlled using a microprocessor, the reference pulse is generated using one of the plurality of pulses generated by the crank angle sensor 6 as the reference pulse during one revolution of the crankshaft. Sometimes ignition timing measurement is started, and when the measurement is completed, an ignition command signal Vf is generated to perform an ignition operation. As will be described later, in this embodiment, the third pulse Vs3 generated when the crank angle sensor 6 detects the front end side edge in the rotation direction of the second reluctator (the reluctator with the larger polar arc angle) 5b is used as the ignition timing. This is used as a reference pulse for determining the timing for starting the measurement of the above.

  The pulse generated when the crank angle sensor detects the edge of the first reluctator 5a is used to determine the rotational direction of the engine. That is, as shown in FIG. 5A, after two pulses (first pulses Vs1 and Vs2) are generated at a short time interval, two pulses (third pulse Vs3 and fourth pulse Vs4) are generated at a long time interval. When it occurs, it is determined that the engine is rotating forward, and conversely, when two pulses are generated at a short time interval after two pulses are generated at a long time interval, it is determined that the engine is rotating reversely. To do. The determination result of the rotational direction is used, for example, for control for preventing reverse rotation of the engine (control for preventing the ignition operation when the reverse rotation of the engine is detected and preventing the reverse rotation of the engine).

  A pulse generated by the crank angle sensor 6 is converted into a waveform that can be recognized by the microprocessor 2B by an interface circuit 2C provided in the ECU 2, and is input to the microprocessor 2B. As shown in FIG. 5B, the interface circuit 2C shown in FIG. 5 raises the output signal of the crank angle sensor 6 when the first pulse Vs1 is generated and falls when the second pulse Vs2 is generated. The signal Vqa is converted into a rectangular wave signal Vqb that rises when the third pulse Vs3 is generated and falls when the fourth pulse Vs4 is generated. The microprocessor 2B recognizes that the crank angle positions are .theta.1 and .theta.2 when detecting the rising and falling edges of the rectangular wave signal Vqa, and detects the rising and falling edges of the rectangular wave signal Vqb. Recognize that the angular positions are θ3 and θ4.

  FIG. 5C shows the ignition command signal Vf generated by the microprocessor 2B, and FIG. 5D shows the engine stroke. Since the internal combustion engine targeted in this embodiment is a four-cycle engine, one combustion cycle is performed while the crankshaft rotates twice, and the engine is ignited at the end of the compression stroke. The ignition operation may be performed only once in the compression stroke while the crankshaft rotates twice, but in this embodiment, the crank angle corresponding to the top dead center of the piston every time the crankshaft rotates. The ignition operation is performed at a position advanced from the position. Therefore, as shown in FIG. 5C, the microprocessor gives the ignition command signal Vf to the thyristor Thi at the crank angle position at the end of the compression stroke (positions θi and θi ″ in the example shown in FIG. 5). In addition to performing the ignition operation, the ignition command signal Vf is given to the thyristor Thi at the crank angle position at the end of the exhaust stroke (the position of θi ′ in the example shown in FIG. 5) to perform the ignition operation. Since there is no fuel in the combustion chamber at the end of the exhaust stroke, the engine operation is not hindered even if the ignition operation is performed.

  The microprocessor 2B configures various function realizing means as shown in FIG. 2 by executing a predetermined program. In the figure, reference numeral 201 denotes signal identifying means for identifying the first to fourth pulses Vs1 to Vs4 from the generation interval of a series of pulses output from the crank angle sensor 6. In the present embodiment, among the first to fourth pulses, the fourth pulse Vs4 is advanced slightly from the top dead center position of the crankshaft (crank angle position corresponding to the top dead center of the piston of the engine). The relaxor is provided so that the third pulse Vs3 is generated at a position sufficiently advanced from the top dead center position. Then, the third pulse Vs3 is used as a first reference pulse for determining the timing for starting the measurement of the ignition timing, and the measurement of the ignition timing calculated when the first reference pulse is generated is started. ing. Further, the fourth pulse Vs4 is used as a second reference pulse for determining the ignition timing at the start of the engine and at an extremely low speed, and when this second reference pulse is generated at the start of the engine and at an extremely low speed. An ignition command signal is given from the microprocessor to the thyristor Thi.

  In FIG. 2, reference numeral 202 denotes speed detection time data detection means for detecting time data reflecting the engine rotational speed. This detection means has a crankshaft with a constant angle from the pulse generation interval generated by the crank angle sensor 6. The time required for rotation is detected as speed detection time data reflecting the rotation speed of the internal combustion engine. For example, the time from when the first reference pulse Vs3 is generated until the next first reference pulse Vs3 is generated (the time required for one rotation of the crankshaft) is detected as speed detection time data. The time data detected by the speed detection time data detection means 202 is stored in the RAM by the speed detection time data storage means 203.

  Reference numeral 204 denotes an ignition position calculation means. This ignition position calculation means is detected in the same stroke two revolutions before the stroke of performing the ignition operation (compression stroke or exhaust stroke) and stored in the rotation speed storage means. Is a means for calculating a crank angle position (ignition position) corresponding to the ignition timing. The ignition position is calculated as an angle Δθ of the ignition position that is advanced with respect to the generation position of the second reference pulse Vs4.

  Reference numeral 205 denotes timing data calculation means, which measures the time that is expected to elapse between the timing at which the first reference pulse Vs3 is generated and the timing at which the ignition operation is started (ignition timing). As the data, the time measurement data Tf is calculated using an elapsed time from the generation of the first reference pulse Vs3 to the generation of the second reference pulse Vs4 (referred to as a second reluctator elapsed time). The value Tbn-1 detected before one combustion cycle (before two revolutions) is used as the second reluctator passage time used for calculating the timing data Tfn used for measuring the ignition timing in the nth combustion cycle.

Time measurement used to detect the ignition timing in the nth combustion cycle, where α is the polar arc angle of the second reluctator 5b and Δθ is the angle from the second reference pulse Vs4 to the ignition position measured on the advance side. Data Tfn is calculated by the following equation.
Tfn = Tbn-1 × (α−Δθ) / α (1)

  206 is a time measuring means. This time measuring means uses a certain angle section immediately before the crank angle position where the first reference pulse is generated as a specific time section, and the crankshaft of the internal combustion engine rotates the specific time section. Measure the time required. In the present embodiment, from the crank angle position θ1 at which the crank angle sensor 6 detects the front end side edge S1 in the rotation direction of the first reluctator 5a to the crank angle position θ3 at which the front end side edge S3 in the rotation direction of the second reluctator 5b is detected. And the time required for the crankshaft to rotate in the specific time interval is measured as the specific time interval.

  The specific section passage time measured by the time measuring means 206 is stored in the RAM by the measurement time storage means 207. The measurement time storage means 207 includes the newly measured specific section passage time, the specific section passage time measured before one rotation, and the specific section passage time measured before one combustion cycle (before two rotations). It is always stored, and the stored content is updated each time a new specific section passage time is measured. In FIG. 5, if the latest specific section passage time is Ta ″, the measurement time storage means 207 has the latest specific section passage time Ta ″, the specific section passage time Ta ′ measured one revolution before, and 2 The specific section passage time Ta measured before the rotation is stored. In the present invention, the latest specific section passage time Ta ″ measured in the nth combustion cycle and the specific section passage time Ta measured before one combustion cycle (before two revolutions) are defined as Tan and Tan−1, respectively. The data of the specific section passage time is used to correct the time measurement data.

Reference numeral 208 denotes time data correction means, which corrects the specific section passage time (Tan) measured by the time measuring means immediately before starting the ignition operation in the combustion cycle in which each ignition operation is performed and the ignition operation of the previous combustion cycle. Data (Tfn) calculated by the time data calculating means 205 with a ratio (Tan / Tan-1) to the specific section passage time (Tan-1) measured by the time measuring means 206 immediately before the start of (2 rotations) The time data is corrected by multiplying by. That is, the corrected time data Tfn ′ is given by the following equation.
Tfn ′ = {Tbn−1 × (α−Δθ) / α} (Tan / Tan−1) (2)

  In FIG. 2, reference numeral 209 denotes timer setting means. The timer setting means outputs the time data Tfn ′ corrected by the time data correction means 208 when the first reference signal Vs3 is generated in each combustion cycle. Set to to start the measurement.

  211 is an ignition command signal output means, which generates an ignition command signal Vf when the measurement of the timing data Tfa in which the timer 210 is set is completed. In this example, the timing data corrected by the timing data correction unit 208 when the reference pulse Vs3 is generated in the combustion cycle in which each ignition operation is performed by the timer setting unit 209, the timer 210, and the ignition command signal output unit 211. The ignition command generation means 212 is configured to generate an ignition command when the measurement of the time data is started and the measurement of the time measurement data is completed.

  The ignition command signal Vf generated by the ignition command generating means 212 is applied to the gate of the thyristor Thi of the internal combustion engine ignition device IG constituted by the ignition coil 1, the ignition capacitor Ci, and the thyristor Thi shown in FIG. It is done.

  When the ignition command signal Vf is applied to the ignition device IG, the thyristor Thi is turned on to discharge the charge accumulated in the ignition capacitor Ci through the primary coil 1a of the ignition coil, so that the secondary coil 1b of the ignition coil is used for ignition. High voltage is induced. Since this high voltage causes a spark discharge in the spark plug 3, an ignition operation is performed.

  As described above, a certain angle interval immediately before the crank angle position where the reference pulse Vs3 is generated is set as a specific time interval, and the time required for the crankshaft to rotate the specific time interval is measured as a specific interval passage time. The time measuring means 206 is provided, and the specific section passage time measured by the time measuring means 206 immediately before starting the ignition operation in each combustion cycle and the time measuring means 206 immediately before starting the control target operation in the previous combustion cycle. Time data correction means 208 for correcting the time data calculated by the time data calculation means 205 based on the specific section passage time is provided, and the generation timing of the ignition command signal is detected by measuring the corrected time data. If the speed detection time data used to calculate the time data is detected, the time will be When the rotational speed of the internal combustion engine is suddenly changed between the time point to start the measurement of the over data, it is possible to prevent the large error generation timing of the ignition command signal is generated. Therefore, when the engine speed changes suddenly, it is possible to eliminate the possibility that the ignition timing is over-advanced and the internal combustion engine stalls, or that an excessive force is applied to the internal combustion engine and the engine is damaged.

  Among the function realizing means shown in FIG. 2, the algorithm of the program executed by the microprocessor to constitute the time measuring means 206, the time measuring time storage means 207, the time measurement data correcting means 208, and the timer setting means 209 is shown. The flowchart is shown in FIGS. FIG. 6 shows an interrupt routine that is performed when the crank angle sensor 6 detects the leading edge (rising edge) in the rotation direction of the reluctator (when the rising edges of the rectangular wave signals Vqa and Vqb shown in FIG. 5B are detected). This shows the algorithm. In the case of this algorithm, first, in step 1, it is determined whether or not it has been determined whether the reluctator detected this time is the first reluctator (short reluctator) or the second reluctator (long reluctator). The discrimination of the reluctator is performed by comparing the pulse generation intervals immediately after the start of the engine. If it is determined in step 1 that the reluctor has not been determined, this routine is terminated without doing anything thereafter.

  When it is determined in step 1 that the reluctator has been determined, the process proceeds to step 2 to determine whether or not the crank angle position detected this time is the position θ1 shown in FIG. As a result, when it is determined that the crank angle position detected this time is the position of θ1 (the position where the first pulse Vs1 is generated), the routine proceeds to step 3 where the current count value of the timer counting clock pulses is obtained. After storing as T1, this routine is terminated.

  When it is determined in step 2 that the crank angle position detected this time is not the position of θ1, the process proceeds to step 4 to determine whether or not the crank angle position detected this time is the position of θ3. As a result, when it is determined that the crank angle position detected this time is not the position of θ3, the routine is terminated without doing anything thereafter, and when it is determined that the position is the position of θ3, the routine proceeds to step 5 where the timer The process of storing the current measured value as T3 and the operation of subtracting the measured value T1 of the timer stored at the crank angle position θ1 from the measured value T3 are performed, and the calculated result is the latest specific section. Processing to store as the passage time Ta ″, this specific section passage time Ta ″ as Tan, this Tan, the specific section passage time Tan-1 measured before two rotations, and the pass through the reluctor measured two rotations before Using the time Tbn−1, the ignition position Δθ calculated in the main routine (not shown), and the polar arc angle α (fixed value) of the reluctator, the calculation formula Tfn ′ = {Tbn−1 × (α−Δθ) / α} (Tan / Tan-1) A process of calculating the measured time data Tfn ′, a process of updating the specific section passage time Ta ′ previously measured in preparation for the next ignition as the specific section passage time Tan-1 measured two revolutions before, The measured specific section passage time Ta ″ is updated as the specific section passage time Ta ′ measured one revolution before. Next, in step 6, the time measurement data Tfn ′ corrected is set in the ignition timer. Then, the measurement is started, and this routine is finished.

  In the routine shown in FIG. 7, the crank angle sensor detects the falling edge of the reluctor and outputs a pulse in order to obtain the reciprocator passing time Tbn-1 used when calculating the time measurement data Tfn for detecting the ignition timing. This is an interrupt routine that is executed each time it occurs (when the fall of the rectangular wave signals Vqa and Vqb in FIG. 5B is detected). In the case of this algorithm, it is first determined in step 1 whether or not the reluctor has been determined. If it is determined that the reluctor has not been determined, the routine is terminated without doing anything thereafter.

  If it is determined in step 1 that the reluctator has been determined, the process proceeds to step 2 to determine whether or not the crank angle position detected this time is the position θ2 shown in FIG. As a result, when it is determined that the crank angle position detected this time is the position θ2 (the position where the second pulse Vs2 is generated), this routine is terminated without doing anything thereafter. When it is determined in step 2 that the crank angle position detected this time is not the position of θ2, the process proceeds to step 3 to determine whether or not the crank angle position detected this time is the position of θ4. As a result, when it is determined that the crank angle position detected this time is not the position of θ4, the routine is terminated without doing anything thereafter, and when it is determined that the crank angle position is the position of θ4, the routine proceeds to step 4. Then, the process of setting the reciprocator passage time Tb detected before two revolutions to Tbn−1, the process of storing the current measured value of the timer as T4, and the crank angle position θ3 from this measured value T4 (see FIG. A process of subtracting the stored measurement value T3 of the timer stored in step 5 of the routine shown in FIG. 6 and storing the calculation result as the latest specific section passage time Tb ″ and one rotation before The process of updating the measured specific section passage time Tb ′ as the specific section passage time Tb measured two rotations before and the specific section passage time Tb ″ measured this time are measured for the specific section passage time measured one rotation before. It performs a process of updating a time Tb '.

  In the case of the above algorithm, step 3 in FIG. 6, the process of storing the current timer count value in step 5 as T3, and the process of calculating T3-T1 and storing the calculation result as Ta ″. , Ta ′ and Ta ″ are updated as Tan-1 and Ta ″, respectively, to constitute time measuring means 206 and time measuring time storage means 207. Also, the process of calculating Tfn ′ in step 5 of FIG. 7 constitutes the time data calculating means 205 and the time data correcting means 208, and the timer setting means 209 is constituted by step 6 in FIG.

  In the above example, the case of controlling a single-cylinder four-cycle internal combustion engine is taken as an example, but the present invention can also be applied to the case of controlling the ignition timing of a multi-cylinder internal combustion engine having two or more cylinders. As an example, FIG. 8 shows a hardware configuration example in the case of controlling the ignition timing of a three-cylinder four-cycle internal combustion engine. In this example, ignition coils 1A to 1C are provided for the first to third cylinders of the engine, respectively. Like the example shown in FIG. 1, an ignition capacitor Ci and a thyristor Thi are provided on the primary side of each ignition coil. A capacitor discharge ignition device for the first to third cylinders is provided. The microprocessor provided in the ECU 2 applies an ignition command signal to the thyristor Thi of the ignition device for the first cylinder to the third cylinder at the ignition timing of the first cylinder to the third cylinder to perform an ignition operation.

  On the outer periphery of the rotor Rt attached to the crankshaft of the engine, six relucters 5a to 5f are provided with equal angular intervals (60 °) between the front end edges in the respective rotation directions. . In order to be able to discriminate the reluctor, among these reluctors, the polar arc angles of the reluctors except for the reluctator 5b are set equal, and the polar arc angles of the reluctators 5b are set larger than the polar arc angles of the other reluctor Has been. Thus, by making the polar arc angle of one reluctator larger than the polar arc angle of the other reluctator, for example, a pulse is generated by which the crank angle sensor 6 detects the rise and fall of the reluctator 5a at narrow time intervals. When a pulse for detecting the rise and fall of the reluctator 5b is generated later at a wide time interval, the next generated pulse can be identified as a pulse for detecting the rise of the reluctator 5c. Among the reluctors 5a to 5f, the reluctors 5a and 5b are respectively the first and second reluctors for the first cylinder, the reluctors 5c and 5d are respectively the first and second reluctors for the second cylinder, By performing the same processing as that of the ignition device shown in FIG. 1 for each cylinder by using 5f as the first and second reluctors for the third cylinder, the ignition timing of each cylinder can be controlled.

  In the above embodiment, the ignition timing of the four-cycle internal combustion engine is controlled. However, the present invention can be applied to the case of controlling the ignition timing of the two-cycle internal combustion engine. In a two-cycle internal combustion engine, one combustion cycle is performed while the crankshaft makes one revolution. Therefore, the reciprocator passing time Tbn-1 used for calculating the time measurement data Tfn used for detecting the ignition timing is one revolution before. Using the measured time, time ratio data of the ratio (Tan / Tan-1) between the specific section passage time Tan measured just before starting the ignition operation and the specific section passage time Tan-1 measured one revolution before By multiplying Tfn, the corrected timing data Tfn ′ is calculated.

  In the above example, the case where the ignition timing is controlled has been described. However, the present invention is not limited to the case where the ignition timing is controlled, and the crank angle position at which a specific control target operation is started is calculated as an operation start position for various control conditions. Then, the time data to be measured by the timer to detect the calculated operation start position is calculated using the rotational speed of the engine before one combustion cycle, the calculated time data is set in the timer and the measurement is performed. When the start position of a specific control target operation is controlled by the method of detecting the operation start position, the ratio of the specific section passage time (Tan) to the calculated timing data is the same as in the above example. / Tan-1) can be used to correct the time data.

  In the above embodiment, the case where the crank angle position at which the control target operation is started is detected using a timer is taken as an example, but the time for performing a specific operation is calculated for various control conditions, and the calculation is performed. In the case where a predetermined operation is performed only for a predetermined time, for example, the present invention can also be applied to a case where the fuel injection time (fuel injection amount) is controlled with the fuel injection operation of the internal combustion engine as the control target operation. . FIG. 3 shows a configuration example of the control device when the fuel injection operation is the control target operation.

  In FIG. 3, the crank angle sensor 6 generates a plurality of pulses at a predetermined crank angle position while the crankshaft rotates once. The plurality of pulses include a reference pulse used for determining timing for starting measurement of injection time (timing for starting fuel injection).

  As in the case of controlling the ignition timing, the speed detection time data detection means 202 determines the time required for the crankshaft to rotate at a constant angle from the pulse generation interval generated by the crank angle sensor 6. It is detected as time data for speed detection reflecting the speed.

  The time data calculating means 205 ′ calculates time data Tjn for determining the time width of the injection command signal using the rotational speed information included in the speed detection time data as one of the control conditions. The time width (Tjn) of the injection command signal is calculated by adding the invalid injection time to the injection time for determining the fuel injection amount. Therefore, the time data calculation means 205 ′ adds the invalid injection time to the injection time calculated by the injection time calculation means for calculating the fuel injection time for various control conditions and the injection time calculation means. And a calculation means for calculating the time width Tjn of the command signal. The calculation of the injection time is performed using an injection time calculation map.

  The time measuring means 206 uses a specific angle section set immediately before the crank angle position at which the fuel injection operation is started as a specific time section, and the time required for the crankshaft to rotate the specific time section is a specific section passage time. Measure as

  The time measuring data correction means 208 ′ is used by the time measuring means 206 immediately before starting the fuel injection operation in each combustion cycle of the internal combustion engine in order to correct an error occurring in the time width of the injection command signal due to the fluctuation of the rotational speed of the internal combustion engine. Ratio (Tan / Tan-1) between the measured specific section passage time (Tan) and the specific section passage time (Tan-1) measured by the time measuring means 206 immediately before starting the fuel injection operation in the previous combustion cycle The time data is corrected by multiplying the time data Tjn calculated by the time data calculating means 205 by the appropriate correction coefficient K.

When the crank angle sensor 6 generates a reference pulse, the timer setting means 209
The time data corrected by the time data correction means is set in the injection timer 210 ', and measurement of the set time data is started. The injection command signal output means 211 ′ generates an injection command signal Vj while the timer 210 ′ is measuring. This injection command signal Vj is given to the fuel injection device FI for the internal combustion engine. The fuel injection device FI includes an injector attached to an intake pipe of an engine and the like, and an injector drive circuit that applies a drive voltage to the injector while the injection command signal Vj is applied, and generates an injection command signal. During this time, a drive voltage is applied to the injector to inject fuel from the injector.
Injection command generation for generating an injection command signal Vj while measuring the time data corrected by the time data correction means 208 'by the timer setting means 212', the injection timer 210 'and the injection command signal output means 211'. Means 212 'are configured.

  As described above, the case where the ignition timing of the internal combustion engine is controlled and the case where the fuel injection time is controlled have been described. In general, the control target operation required in each combustion cycle of the internal combustion engine is executed in response to the operation command. FIG. 4 shows the configuration of a device when the present invention is applied to a control device for an internal combustion engine that controls the timing at which an operation command is given to the device to be controlled.

  In FIG. 4, reference numeral 6 denotes a crank angle sensor that generates a plurality of pulses including a reference pulse at a predetermined crank angle position while the crankshaft of the internal combustion engine makes one rotation, and 202 denotes a crank angle sensor 6. Speed detection time data detection means for detecting, as speed detection time data reflecting the rotational speed of the internal combustion engine, the time required for the engine crankshaft to rotate at a constant angle from the pulse generation interval, 203 is a speed detection It is speed detection time data storage means for storing the time data detected by the use time data detection means.

  205 ″ is the time data Tsn that is expected to elapse between the timing at which the reference pulse is generated and the timing at which the operation command is generated in each combustion cycle of the internal combustion engine. The time data is used for speed detection. Time data calculation means for calculating using time data, and 206 designates a specific time interval immediately before the crank angle position where the reference pulse is generated as a specific time interval, and the crankshaft rotates the specific time interval. This is a time measuring means for measuring the required time as a specific section passage time.

  Further, 208 ″ denotes a specific section passage time measured by the time measuring unit immediately before starting the operation to be controlled in each combustion cycle of the internal combustion engine in order to correct an error occurring in the generation timing of the operation command due to the fluctuation of the rotational speed of the internal combustion engine. Timekeeping data correction means for correcting timekeeping data calculated by the timekeeping data calculation means 205 ″ based on Tan and the specific section passage time Tan-1 measured by the timekeeping means immediately before starting the control target operation in the previous combustion sign wheel 212 ″ designates the operation command when the time data corrected by the time data correction means 208 ″ is started when the reference pulse is generated in each combustion cycle, and when the measurement of the time data is finished. Is an operation command generating means for generating

  The timer 210 ″ and the operation command generation means 212 ″ are set to the timer setting means 209 ″ for starting the measurement by setting the time measurement data corrected when the reference signal is generated in the timer 210 ″, and the timer is set. The operation command signal output means 211 ″ generates an operation command signal Vs when the measurement of time data is completed. The operation command signal Vs is given to a control target device 213 that performs a predetermined control target operation.

It is the block diagram which showed the structure of the hardware of embodiment which applied this invention to the control apparatus which controls the ignition device for internal combustion engines. It is the block diagram which showed the structure of the control apparatus containing the function implementation means comprised by the microprocessor in embodiment of FIG. It is the block diagram which showed the structure of the control apparatus containing the function implementation means comprised by the microprocessor in embodiment which applied this invention to the control apparatus which controls the fuel-injection apparatus for internal combustion engines. In general, an apparatus for applying the present invention to a control device for an internal combustion engine that controls timing for giving an operation command to a control target device that executes a control target operation required in each combustion cycle of the internal combustion engine in response to the operation command It is the block diagram which showed the example of a structure. FIG. 2 is a waveform diagram showing a pulse output from a crank angle sensor in the embodiment of FIG. 1, a signal given by a microprocessor through an interface circuit from the crank angle sensor, and a waveform of an ignition command signal together with a change in an engine stroke. 2 is a flowchart showing an example of an algorithm of an interrupt routine executed by a microprocessor in the embodiment of FIG. 6 is a flowchart showing an example of another interrupt routine algorithm executed by the microprocessor in the embodiment of FIG. 1. It is the block diagram which showed the structure of the hardware of the control apparatus which controls the ignition device which ignites a 3 cylinder internal combustion engine.

Explanation of symbols

1 Ignition coil 2 ECU
3 Spark plug 6 Crank angle sensor 202 Speed detection time data detection means 204 Ignition position calculation means 205 Timekeeping data calculation means 206 Timekeeping means 208 Timekeeping data correction means 212 Ignition command generation means

Claims (3)

A control device for an internal combustion engine that controls timing to give the operation command to a control target device that executes a control target operation required in each combustion cycle of the internal combustion engine in response to the operation command,
A crank angle sensor that generates a plurality of pulses including a reference pulse at a predetermined crank angle position during one revolution of the crankshaft of the internal combustion engine;
Speed detection time data for detecting, as speed detection time data reflecting the rotation speed of the internal combustion engine, the time required for the crankshaft to rotate at a constant angle from the pulse generation interval generated by the crank angle sensor. Detection means;
Time that is expected to elapse between the timing at which the reference pulse is generated and the timing at which the operation command is generated in each combustion cycle of the internal combustion engine is used as time data, and the time data is used as the speed detection time data. A time data calculating means for calculating using
Time measuring means for measuring a time required for the crankshaft to rotate the specific time interval as a specific time interval as a specific time interval immediately before the crank angle position where the reference pulse is generated;
The specific section passage time measured by the time measuring means immediately before starting the operation to be controlled in each combustion cycle of the internal combustion engine in order to correct an error occurring in the generation timing of the operation command due to fluctuations in the rotational speed of the internal combustion engine And time data correction means for correcting the time data calculated by the time data calculation means based on the specific section passage time measured by the time measurement means immediately before starting the operation to be controlled in the previous combustion signicle,
Operation command generating means for starting measurement of time data corrected by the time data correction means when the reference pulse is generated in each combustion cycle, and generating the operation command when measurement of the time data is finished When,
The control apparatus for internal combustion engines provided with this. A control device for an internal combustion engine that controls timing of giving the ignition command to an ignition device for an internal combustion engine that performs an ignition operation in response to an ignition command,
A first reference pulse generated at a position advanced from a crank angle position corresponding to the top dead center of the piston of the internal combustion engine, and a second reference pulse generated at a position later than the first reference pulse; A crank angle sensor that generates a plurality of pulses including at a predetermined crank angle position;
Speed detection time data for detecting, as speed detection time data reflecting the rotation speed of the internal combustion engine, the time required for the crankshaft to rotate at a constant angle from the pulse generation interval generated by the crank angle sensor. Detection means;
In each combustion cycle of the internal combustion engine, the time-measured data (Tfn) is used as time-measurement data that is estimated to elapse between the timing at which the first reference pulse is generated and the timing at which the ignition operation is started. Time data calculating means for calculating using speed detection time data and crank angle position data for performing ignition operation;
Time measuring means for measuring a time required for the crankshaft of the internal combustion engine to rotate in the specific time interval, with a specific angle interval immediately before the crank angle position where the first reference pulse is generated as a specific time interval; ,
The specific section passage time (Tan) measured by the time measuring means immediately before starting the ignition operation in each combustion cycle of the internal combustion engine and the specific time measured by the time measuring means immediately before starting the ignition operation in the previous combustion cycle Time data correction means for correcting time data by multiplying the time data (Tfn) calculated by the time data calculation means by a ratio (Tan / Tan-1) to the section passage time (Tan-1);
When the first reference pulse is generated in the combustion cycle in which each ignition operation is performed, the measurement of the time data corrected by the time data correction means is started, and when the measurement of the time data is completed, the ignition command is issued. Ignition command generating means for generating
The control apparatus for internal combustion engines provided with this. A control device for an internal combustion engine that controls the fuel injection amount of a fuel injection device for an internal combustion engine in which a fuel injection amount is determined by a time width of an injection command signal,
A crank angle sensor that generates a plurality of pulses including a reference pulse at a predetermined crank angle position during one revolution of the crankshaft of the internal combustion engine;
Speed detection time data for detecting, as speed detection time data reflecting the rotation speed of the internal combustion engine, the time required for the crankshaft to rotate at a constant angle from the pulse generation interval generated by the crank angle sensor. Detection means;
Time data calculating means for calculating time data (Tjn) for determining the time width of the injection command signal using the rotation speed information contained in the speed detection time data as one of the control conditions;
Time measurement for measuring the time required for the crankshaft to rotate in the specific time interval as a specific time interval, which is set immediately before the crank angle position at which the fuel injection operation is started, as the specific time interval Means,
In order to correct an error occurring in the time width of the injection command signal due to fluctuations in the rotational speed of the internal combustion engine, it passes through a specific section measured by the time measuring means immediately before starting the fuel injection operation in each combustion cycle of the internal combustion engine. Time data (Tjn) calculated by the time data calculation means based on the time (Tan) and the specific section passage time (Tan-1) measured by the time measurement means immediately before starting the fuel injection operation in the previous combustion cycle. ) To correct time data,
When the reference pulse is generated in the combustion cycle in which each fuel injection is performed, measurement of the time data corrected by the time data correction means is started, and the injection command signal is generated while the time data is being measured. Injection command generating means for
The control apparatus for internal combustion engines provided with this.

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