JPH0932620A - Crank angle detector for internal combustion engine - Google Patents

Abstract

(57) Abstract: A crank angle of an internal combustion engine capable of detecting the crank angle without providing two or more independent passage detectors and capable of detecting the crank angle immediately after an internal combustion engine starting operation. A detection device is provided. A crank position sensor 20 is composed of a crank rotor 21 fixed to a crankshaft 16 and a semiconductor magnetic sensor 25 arranged to face the crank rotor 21. Detected teeth 22 are formed on the outer circumference of the crank rotor 21 at equal angular pitches. The semiconductor magnetic sensor 25 has a first sensor section 26 and a second sensor section 27 that are spaced apart from each other in the rotation direction of the crank rotor 21 at a pitch smaller than the pitch of the detected teeth 22, and each sensor section 26, Each time 27 detects passage of the detected tooth 22, it outputs first and second pulse signals having a phase difference.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine crank angle detecting device for detecting the rotational position (crank angle) of a crank formed on a crankshaft of an internal combustion engine, and more particularly to a multi-cylinder engine. The present invention relates to a crank angle detecting device for an internal combustion engine, which is suitable for detecting a crank angle in a specific cylinder.

[0002]

2. Description of the Related Art Conventionally, in an engine which obtains a driving force by reciprocating motion of a piston, the piston is connected to a crank (crank pin) of a crankshaft through a connecting rod in order to convert the reciprocating motion into a rotary motion. There is. Therefore, the position of the piston in the cylinder is defined by the rotational position of the crank, and each stroke (piston position) from the intake stroke to the exhaust stroke in each cylinder of the engine is the rotational position of the crank (crank angle). Can be determined by detecting

Therefore, various timing controls such as ignition timing control and fuel injection timing control related to the stroke of the engine are executed based on the crank angle detected by the crank angle detection device.

A crank angle detecting device for detecting the crank angle is disclosed in, for example, Japanese Patent Laid-Open No. 5-288112.
A crank angle detecting device described in Japanese Patent Publication is known. This crank angle detecting device includes an engine rotation speed sensor arranged near the crankshaft and a cylinder discrimination sensor arranged near the camshaft. The timing rotor forming the engine rotation speed sensor has a missing tooth. (Unequally spaced portions) are formed.

In such a crank angle detecting device, when the missing tooth passes through the electromagnetic pickup, the engine speed signal output from the engine speed sensor is used as a reference position signal, and after the reference position signal is output, the engine speed sensor outputs the signal. The number of pulse signals of the output engine speed signal is counted. Then, when the counter value reaches a predetermined value (that is, near the time when the reference position signal is output), the crank angle in the specific cylinder is detected depending on whether or not the cylinder determination signal is output from the cylinder determination sensor.

Therefore, it is possible to detect the crank angle in a specific cylinder even in a multi-cylinder engine by only providing two sensors (engine speed sensor and cylinder discrimination sensor). The cylinder to be injected can be specified. Further, since the cylinder discrimination signal is output in the vicinity of the output timing of the reference position signal, the cylinder discrimination can be performed by cranking up to the reference position signal without storing the crank angle when the engine is stopped.

[0007]

However, in the crank angle detecting device according to the above-mentioned conventional example, the engine speed sensor is arranged near the crankshaft, and in order to detect the crank angle, near the camshaft. In addition to the cylinder discrimination sensor provided in the above, it was always necessary to provide two or more independent sensors. Therefore, there is a problem that it is impossible to reduce the number of parts and work steps.

That is, the crankshaft (crank)
Since it makes two revolutions (720 ° CA) per stroke, if the crank angle is between 0 ° CA and 360 ° CA only from the signal output corresponding to the crankshaft (crank), 360 ° It is not possible to discriminate between CA and 720 ° CA (0 ° CA to 360 ° CA for the second time). Therefore, in order to determine the cylinder,
Whether the crank angle is between 0 ° CA and 360 ° CA, depending on the identification signal output corresponding to the camshaft that makes one rotation (720 ° CA) per stroke, 360 ° CA
It is necessary to identify whether it is between ˜720 ° CA (0 ° CA to 360 ° CA for the second time).

Here, it seems that the above problem can be solved by providing one sensor in the vicinity of the camshaft which also serves as an engine speed sensor and a cylinder discrimination sensor. However, since the camshaft is driven by the crankshaft via the timing chain, the timing belt, etc., there is a problem that the accurate timing cannot be detected due to the deflection of the timing belt or the like.

Further, since the crank angle (various signal values for detecting the crank angle) when the engine is stopped is not stored, at the time of restart, cranking is required until the cylinder discrimination signal is output.

The present invention has been made in order to solve the above-mentioned conventional problems. It is possible to detect the crank angle without providing two or more independent passage detectors, and immediately after the start operation of the internal combustion engine. Another object of the present invention is to provide a crank angle detecting device for an internal combustion engine, which can detect a crank angle.

[0012]

In order to achieve the above object, a crank angle detecting device for an internal combustion engine according to a first aspect of the present invention is fixed to a crankshaft M3 of an internal combustion engine M2 having a plurality of cylinders M1. In addition, a crank rotor M5 having passing detected portions M4 formed at equal intervals
And a first passage detecting portion M6 and a second passage detecting portion M7 which are arranged in the vicinity of the crank rotor M5 at intervals smaller than the equal intervals in the rotation direction of the crank rotor M5, and the passage detected portion. By a passage detector M8 that generates a first passage detection signal or a second passage detection signal each time M4 passes through the first passage detector M6 or the second passage detector M7, and the passage detector M8. From the combination of the generated first passage detection signal and the second passage detection signal, the crankshaft M
Rotation direction determining means M9 for determining whether 3 is rotating normally or reversely, and the rotation direction determining means M9.
When it is determined that the crankshaft M3 is rotating normally, the number of occurrences of the first passage detection signal or the second passage detection signal is added, and the crankshaft M3 is rotating in the reverse direction. If it is determined, the number of the passage detected parts M4 passing through the passage detector M8 is counted as a passage value by subtracting the number of occurrences of the first passage detection signal or the second passage detection signal. Counting means M10, initialization means M11 for initializing the passing value every time the passing value counted by the counting means M10 reaches a predetermined value, and a plurality of cylinders M1 of the plurality of cylinders M1 based on the passing value. A cylinder discriminating means M12 for discriminating a specific cylinder among them, and a crank angle detecting means M13 for detecting a crank angle in the specific cylinder based on the passing value are configured. Including Te.

A crank angle detecting device for an internal combustion engine according to a second aspect of the present invention is the crank angle detecting device for an internal combustion engine according to the first aspect, wherein the crank rotor M is provided.
A part of 5 is formed with passing detection parts M14 of unequal intervals having a different distance from the passing detection parts M4 of equal intervals, and the passing detection parts M14 of unequal intervals are the first passages. A reset means M15 for resetting the passage value to a predetermined value each time the detector M6 or the second passage detector M7 is passed is provided as a configuration.

Further, a crank angle detecting device for an internal combustion engine according to a third aspect of the invention is the crank angle detecting device according to the first aspect or the second aspect.
The crank angle detecting device for an internal combustion engine according to [1] includes a storage unit M16 for storing the passing value when the internal combustion engine M2 is stopped.

A crank angle detecting device for an internal combustion engine according to a fourth aspect of the present invention is the crank angle detecting device for an internal combustion engine according to the third aspect, wherein the initialization means M11 is used.
The cylinder discriminating means M12 is provided with an identification signal generating means M17 for alternately generating a first identification signal or a second identification signal each time the passing value is initialized by the cylinder discriminating means M12. A specific cylinder is discriminated from the plurality of cylinders M1 based on the signal or the second identification signal, and the crank angle detecting means M13 is configured to detect the passing value and the first cylinder.
The crank angle in the specific cylinder is detected based on the identification signal or the second identification signal, and the storage unit M16 stores the passing value and the first identification signal or the second identification signal when the internal combustion engine M2 is stopped. This is provided as a configuration.

(Operation) In the crank angle detecting device for an internal combustion engine according to the present invention having the above-mentioned structure, when the internal combustion engine M2 starts and the crankshaft M3 rotates,
The crank rotor M5, which is fixed to the crankshaft M3 and has the passage detected portions M4 formed at equal intervals, also rotates.

The passage detector M8 has a first detection portion and a second detection portion which are spaced apart from each other in the rotation direction of the crank rotor M5 at intervals smaller than the formation interval of the passage detected portions M4 in the crank rotor M5. The first passage detection signal is generated when the passage detection target portion M4 passes the first passage detection portion M6, and the second passage detection signal is generated when the passage detection portion M4 passes the second passage detection portion M7.

At this time, the passage detector generates only the first passage detection signal, only the second passage detection signal, or both the first passage detection signal and the second passage detection signal, or the first passage detection signal. Neither the signal nor the second passage detection signal is generated. The rotation direction determination means M9 determines whether the crankshaft M3 is rotating normally or reversely based on the combination of the first passage detection signal and the second passage detection signal generated from these passage detectors.

When the rotation direction determining means M9 determines that the crankshaft M3 is rotating normally, the counting means M10 causes the first passage detection signal or the second passage detection signal.
By adding the numbers of passage detection signals generated, the number of passage detected portions M4 that have passed the passage detector M8 is counted as a passage value.

On the other hand, when the rotation direction determining means M9 determines that the crankshaft M3 is rotating in the reverse direction, the counting means M10 determines whether the first passage detection signal or the second passage detection signal is generated. Is subtracted from the passage detector M8 to count the passage detected portion M4 as a passage value.

The initialization means M11 initializes the passing value every time the passing value reaches a predetermined value. Further, the cylinder discrimination means M
12 determines a specific cylinder among the plurality of cylinders M1 based on the passing value. Then, the crank angle detecting means M13
Detects the crank angle in the cylinder specified by the cylinder discriminating means M12. Timing control such as ignition timing and fuel injection timing is executed based on the detected crank angle.

Further, in the crank angle detecting device for an internal combustion engine according to the second aspect of the present invention, a part of the crank rotor M5 has passage intervals of unequal intervals different from the passage detection parts M4 of even intervals. The detector M14 is formed. Therefore, the passage detector M8 includes the passage detected portions M4 at equal intervals.
Since the combination of the first passage detection signal and the second passage detection signal different from that when the passage has passed is generated, the formation positions of the passage detected portions M14 at unequal intervals can be treated as the reference position. In response to this, the resetting means M15 resets the passage value to a predetermined value every time the passage detected portions M14 at unequal intervals pass the first passage detecting portion M6 or the second passage detecting portion M7.

Further, in the crank angle detecting device for an internal combustion engine according to the third aspect of the present invention, the storage means M16 stores the passing value when the internal combustion engine M2 is stopped. Further, in the crank angle detecting device for an internal combustion engine according to the fourth aspect of the present invention, the identification signal generating means M17 generates the first identification signal or the second identification signal each time the passing value is initialized.
Then, the cylinder discriminating means M12 discriminates a specific cylinder among the plurality of cylinders M1 based on the passage value and the first identification signal or the second identification signal, and the crank angle detecting means M13, the passage value and the first identification signal or The crank angle in the specific cylinder is detected based on the second identification signal. Also, the storage means M
16 stores the first identification signal or the second identification signal when the internal combustion engine M2 is stopped, in addition to the passing value when the internal combustion engine M2 is stopped.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Several embodiments of the present invention in which the present invention is embodied in a crank angle detecting device for an internal combustion engine will be described below with reference to the drawings.

First, the structure of the crank angle detecting device CD1 for an internal combustion engine according to the first embodiment of the present invention will be described with reference to FIGS. 2 is a schematic configuration diagram showing a 4-cylinder gasoline engine system to which the embodiment of the present invention is applied, and FIG. 3 is an enlarged view schematically showing the vicinity of the crank position sensor 20.

An engine 10 as an internal combustion engine includes four cylinders 12 formed in a cylinder block 11,
A piston 1 that reciprocates vertically in each cylinder 12.
4, a cylinder 12, a cylinder head 13, and a piston 14, and a combustion chamber 15 defined by the upper surface of the piston 14, and a crankshaft 16 that converts the reciprocating motion of the piston 14 into a rotary motion.

The crankshaft 16 has a crank 17 formed by a crank arm 16a and a crank pin 16b at a position eccentric from the rotary shaft. The formation position of the crank 17 is in each of the grouped cylinders 12. It is different for each. The position of the crank 17 in each cylinder 12 (the piston 14
Is located in each cylinder 12).

Further, the piston 14 and the crankshaft 1
6 is the lower end of the piston 14 and the crankshaft 16
And the crank pin 16b of each are connected by being connected via the connecting rods 18, respectively. And each piston 14 reciprocates up and down,
As the crank 17 (crank pin 16b) rotates around the rotation axis, the crankshaft 16 is rotated. It should be noted that the engine 10 is assembled such that the cylinder # 1 becomes the compression top dead center when the engine 10 is assembled.

Further, a magnetic crank rotor 21 is fixed to the crankshaft 16, and the crank rotor 21 passes through the outer periphery of the crank rotor 21 at an equal angular pitch, for example, at every 30 ° CA pitch in the embodiment of the present invention. A detected tooth 22 as a detected portion is formed. Further, in the cylinder block 11 near the crankshaft 16, a semiconductor magnetic sensor 25 as a passage detector that detects passage of the detected tooth 22 is arranged so as to face the crank rotor 21.

The semiconductor magnetic sensor 25 has a pitch smaller than the pitch of the detected teeth 22 of the crank rotor 21 (for example, 5/8 pitch of the detected teeth 22) in the rotation direction of the crank rotor 21. It has a first sensor section 26 and a second sensor section 27 that are spaced apart from each other by a pitch larger than the width of the detected tooth 22 (for example, 15 ° CA or more). When the first sensor unit 26 detects the passage of the detected tooth 22, the first pulse signal is output, and when the second sensor unit 27 detects the passage of the detected tooth 22, the second pulse signal is output. Is output.

Here, since the first sensor portion and the second sensor portion are spaced apart from each other, the same tooth to be detected 22 passes the first sensor portion 26 and the second sensor portion 27. There is a time difference with respect to the time, and there is a phase difference between the first pulse signal and the second pulse signal. Therefore, the semiconductor magnetic sensor 25 functions as a differential sensor, and by utilizing the phase difference between the first pulse signal and the second pulse signal, one independent sensor can be used for the forward / reverse rotation of the crankshaft 16. It is possible to judge the rotation.

The crank rotor 21 and the semiconductor magnetic sensor 25 constitute a crank position sensor 20. Note that the semiconductor magnetic sensor 25 corresponds to one in which a semiconductor element such as a Hall element or a magnetic resistance element is provided in each of the sensor units 26 and 27.

Each cylinder 12 has a cylinder head 13.
An injector 30 and an ignition plug 31 are provided for each of them, the injector 30 supplies fuel into the combustion chamber 15 at a predetermined crank angle, and the ignition plug 31 supplies air-fuel mixture in the combustion chamber 15 at a predetermined crank angle. Ignite.

Next, the control system of the crank angle detecting device CD1 for the internal combustion engine according to the embodiment of the present invention will be described with reference to the control block diagram shown in FIG. The control system of the crank angle detection device CD1 of the internal combustion engine is configured with an electronic control unit 40 (hereinafter referred to as “ECU”) as a core, and the ECU 40 has a predetermined time after the engine 10 is stopped.
It shall be energized. The ECU 40 implements a rotation direction determination means, a counting means, an initialization means, a cylinder determination means, a crank angle detection means, a storage means, an identification signal generation means, and the like.

The ECU 40 detects the crank angle of a specific cylinder on the basis of the output signal (first pulse signal, second pulse signal) from the crank position sensor 20, and the ignition on the basis of the detected crank angle. It has a ROM 41 which stores an ignition timing control program for controlling the timing.

Further, the ECU 40 executes C based on various programs stored in the ROM 41.
A RAM 43 for temporarily storing the calculation result in the PU 42, the CPU 42, data input from each sensor, etc., various values such as a counter value C and a flag value F stored in the RAM 43 when the power supply is stopped such as when the engine 10 is stopped. It has a backup RAM 44 for holding data.

The CPU 42, ROM 41, RAM
43 and the backup RAM 44 are the bidirectional bus 45.
And an input interface 46 and an output interface 47.

The crank position sensor 20 and the like are connected to the input interface 46. When the signal output from each sensor is an analog signal, the signal is converted into a digital signal by an A / D converter (not shown) and then output to the bidirectional bus 45.

External circuits such as the injector 30 and the spark plug 31 are connected to the output interface 47, and the operation of these external circuits is controlled based on the calculation result of the control program executed by the CPU 42.

Next, regarding the crank angle detection program in the crank angle detection device CD1 of the internal combustion engine according to the embodiment of the present invention having the above-mentioned configuration, a flow chart of the crank angle detection program shown in FIG. 5 and a timing chart shown in FIG. Will be described with reference to.

Here, FIG. 6 shows a correspondence relationship between the detected tooth 22 formed on the crank rotor 21 and the semiconductor magnetic sensor 25, and the detected tooth 22 is the first sensor portion 26 and the second sensor portion of the semiconductor magnetic sensor 25. 9 is a timing chart showing changes with time of a first pulse signal, a second pulse signal, a counter value C, and a flag value F that are output when passing through 27.

The engine 10 is assembled so that the cylinder # 1 becomes the compression top dead center at the time of its assembly, and the initial value of the counter value C and the flag value F at the first start after the assembly of the engine 10 are carried out. The initial values of both are 0.

First, it is determined whether or not the first sensor portion 26 has passed the edge of the detected tooth 22 so as to rise, that is,
It is determined whether or not the output value of the first pulse signal is switched from L to H (S100). Then, when it is determined that the output value of the first pulse signal is not switched from L to H (S100: NO), the step proceeds to S111.

On the other hand, the output value of the first pulse signal is from L to H.
When it is determined that the display has been switched to (S100: YE
S), to determine whether the rotation of the crankshaft 16 is forward rotation or reverse rotation, it is determined whether the output value of the second pulse signal is L (S101).

That is, when the output value of the first pulse signal is switched from L to H, the first sensor section 26 causes the detected tooth 2 to be detected.
The first sensor unit 26 outputs the data when the vehicle passes the left edge of No. 2 so as to rise (crankshaft 16 forward rotation) and when it passes the right edge so as to rise (crankshaft 16 reverse rotation). This is because it is necessary to specify which of the left and right edges of the detected tooth 22 has passed.

When it is determined that the output value of the second pulse signal is L (S101: YES), as can be seen from FIG. 6, the pulse signal output from the semiconductor magnetic sensor 25 is (first pulse signal). Signal, second pulse signal) =
From (L, L) (first pulse signal, second pulse signal) =
It has changed to (H, L), and the crankshaft 1
It is determined that 6 is rotating normally. In other words, the change pattern of the pulse signal indicates that the first sensor unit 26 detects the tooth 2 to be detected.
This is because the change pattern is output only when the left edge of 2 is passed so as to rise.

On the other hand, when it is judged that the output value of the second pulse signal is H (S101: NO), as can be seen from FIG. 6, the pulse signal output from the semiconductor magnetic sensor 25 is (first pulse). Signal, second pulse signal) = (L,
From (H) to (first pulse signal, second pulse signal) = (H,
H). Therefore, it is determined that the crankshaft 16 is rotating in the reverse direction, and the step S11
Move to 1.

In S102, the counter value C is incremented by 1 in response to the determination that the crankshaft 16 is rotating normally. Then, in S103, the counter value C
Is 12 and when it is determined that the counter value C = 12 (S103: YES), the counter value C is reset (S104). That is, the counter value C is reset when the crankshaft 16 makes one rotation.

Subsequently, it is judged whether the flag value F is 1 (whether it is set or not) (S105), and when it is judged that the flag value F is 1 (S105: YE).
S), and the flag value F is reset to 0 (S106). Then, the counter value C = 12, and the flag value F = 1
That the crank angle is 0 ° CA,
That is, it is detected that the cylinder # 1 is at the compression top dead center.

On the other hand, when it is determined that the flag value F is not 1 (S105: NO), the flag value F is set to 1 (S107). Then, the counter value C = 12
And that the flag value F = 0, the crank angle is 360 ° CA, that is, the cylinder # 4 is at the compression top dead center.

Here, the flag value F is set / reset every time the counter value C is reset (360 ° CA).
And is used as an index when determining whether cylinder # 1 is in the intake stroke or in the explosion / expansion stroke, which are in a two-sided relationship.

On the other hand, in S103, the counter value C is 1
When it is determined that it is not 2 (S103: NO), it is determined whether the counter value C is 6, that is, whether the crankshaft 16 has rotated half a turn (S108). If it is determined that the counter value C is 6 (S108:
YES), it is determined whether the flag value F is set to 1 (S109). On the other hand, when it is determined that the counter value C is not 6 (S108: NO), the step is S
Move to 111.

If it is determined that the flag value F is 1 (S109: YES), the counter value C = 6 and the flag value F = 1, and the crank angle is 540 ° CA. It is detected that the cylinder # 2 is at the compression top dead center.

On the other hand, when it is determined that the flag value F is 0 (S109: NO), the counter value C = 6.
It is detected that the crank angle is 180 ° CA based on the fact that the flag value F = 0, that is, the cylinder # 3 is at the compression top dead center. Then, in S110, the ignition timing control is executed based on the detected crank angle, and the ignition timing control is executed.
Move to 1.

Next, in S111, it is determined whether or not the first sensor portion 26 has passed the edge of the detected tooth 22 so as to fall, that is, whether or not the output value of the first pulse signal has switched from H to L. To judge. Then, when it is determined that the output value of the first pulse signal is not switched from H to L (S111: NO), the step proceeds to S100.

On the other hand, the output value of the first pulse signal is from H to L.
If it is determined that the display has been switched to (S111: YE
S), to determine whether the rotation of the crankshaft 16 is forward rotation or reverse rotation, it is determined whether the output value of the second pulse signal is L (S112).

That is, the switching of the output value of the first pulse signal from H to L causes the first sensor section 26 to detect the tooth 2 to be detected.
The first sensor section 26 is output when both the left edge of 2 passes downward (reverse rotation of the crankshaft 16) and the right edge passes (falls forward rotation of the crankshaft 16). However, it is necessary to specify which of the left and right edges of the detected tooth 22 has passed.

When it is determined that the output value of the second pulse signal is L (S112: YES), the pulse signal output from the semiconductor magnetic sensor 25 is (first pulse) as can be seen from FIG. Signal, second pulse signal) =
From (H, L) (first pulse signal, second pulse signal) =
It has changed to (L, L), and the crankshaft 1
It is determined that 6 is rotating in the reverse direction. In other words, the change pattern of the pulse signal indicates that the first sensor unit 26 detects the tooth 2 to be detected.
This is because the change pattern is output only when passing through the left edge of 2 so as to fall.

Here, the crankshaft 16 rotates in the reverse direction because the crankshaft 16 which has lost the driving force when the engine 10 is stopped oscillates to balance the balance weights, and the pressure difference in the cylinders 12 increases. This is because it occurs. At this time, the engine 10 is in a stopped state, but the ECU 40 indicates that the
Since the power is supplied, this program can be executed without any problems.

On the other hand, when it is determined that the output value of the second pulse signal is H (S112: NO), as can be seen from FIG. 6, the pulse signal output from the semiconductor magnetic sensor 25 is (first pulse). Signal, second pulse signal) = (H,
From (H) to (first pulse signal, second pulse signal) = (L,
H). Therefore, it is determined that the crankshaft 16 is rotating normally, and the step S10
Move to 0.

In S113, the counter value C is decremented by 1 in response to the determination that the crankshaft 16 is rotating in the reverse direction. Then, in S114, the counter value C
If it is determined that the counter value C = 0 (S114: YES), the counter value C
And 11 are stored (S115).

That is, the counter value C is a numerical value from 0 to 11, and -1 corresponds to 11. on the other hand,
When it is determined that the counter value C is not 0 (S11
4: NO), and the step moves to S100.

In S116, it is determined whether or not the flag value F is set to 1, and when it is determined that the flag value F = 1 (S116: YES), the flag value F is reset to 0 and the step The process moves to S100. On the contrary,
When it is determined that the flag value F = 0 (S116: N
O), the flag value F is set to 1, and step S100
Move to Here, the flag value F is determined only when the counter value C = 0 is determined.
This is because the shift from 11 to the counter value C = 0 causes the flag value F to be set or reset.

The counter value C and the flag value F (crank angle) detected based on the flowchart described above
When the engine 10 is stopped, is stored in the backup RAM as is at the value at that time. Then, upon restart, the crank angle is instantaneously detected based on the stored counter value C and flag value F.

Next, a crank angle detecting device CD2 for an internal combustion engine according to an embodiment of the second invention will be described with reference to FIG. Here, FIG. 7 is an explanatory view schematically showing the crank position sensor in the embodiment of the second invention.

The crank angle detecting device CD2 for the internal combustion engine according to the second embodiment of the present invention serves as a passage detecting portion at unequal intervals in which one of the detected teeth 51 formed on the crank rotor 50 is missing. The configuration is different from the crank angle detection device CD1 for an internal combustion engine according to the first embodiment of the present invention in that a missing portion 52 is provided. However, the other configuration except the crank rotor 50 is the same as the configuration of the crank angle detecting device CD1 for the internal combustion engine according to the embodiment of the first invention, and therefore, the same reference numerals are given and the description thereof is omitted.

The outer circumference of the crank rotor 50 is 10 ° C.
Detected teeth 5 as passing detected parts at equal intervals for every A pitch
1 is formed, and a missing portion 52 in which the detected tooth 51 is missing in only one place is formed as the passing detected portions at unequal intervals. Therefore, the interval between the detected teeth 51 adjacent to each other in the missing portion 52 is 20 ° CA pitch.

The semiconductor magnetic sensor 25, which is arranged to face the crank rotor 50 in the cylinder block 11, has a first sensor portion 26 and a second sensor portion 27 which are arranged at a distance of about 5-8 ° CA. .

Next, regarding the crank angle detection program in the crank angle detection device CD2 of the internal combustion engine according to the embodiment of the present invention having the above-mentioned configuration, the crank angle detection program flowchart shown in FIGS. 8 and 9, and FIG.
This will be described with reference to the timing chart shown in FIG.

Here, FIG. 10 is a timing chart showing changes with time in the correspondence between the detected teeth 51 (missing portions 52) formed on the crank rotor 50, the sensor value S, the counter value C, and the flag value F. is there. Further, FIG. 11 shows a correspondence relationship between the detected tooth 51 (missing portion 52) and the semiconductor magnetic sensor 25, and the detected tooth 51 (missing portion 52) is the first sensor portion 26 and the second sensor portion 27 of the semiconductor magnetic sensor 25. 6 is a timing chart showing changes with time of a first pulse signal, a second pulse signal, a sensor value S, and a counter value C, which are output when the vehicle passes the position.

The engine 10 is assembled so that the cylinder # 1 becomes the compression top dead center at the time of assembly, and the initial value of the counter value C at the time of the first start after the assembly of the engine 10 is 2, the sensor value. It is assumed that the initial value of S and the initial value of the flag value F are 0.

First, the initial values of the counter value C, the sensor value S and the flag value F, or the respective values C, S and F obtained by the previous processing are stored in the RAM 43 (S20).
0). Then, the first sensor unit 26 passes so as to fall on the edge of the detected tooth 51, that is, the output value of the first pulse signal switches from H to L, or the first sensor unit 26 causes the detected tooth to be detected. It passes through the edge of 51 so as to rise, that is, the output value of the first pulse signal is from L
When switched to, this program is started (S20
1).

First, it is determined whether or not the first sensor portion 26 has passed the edge of the detected tooth 51 so as to rise (S202). Then, when it is determined that the output value of the first pulse signal is switched from L to H (S202: Y
ES), to determine whether the rotation of the crankshaft 16 is forward rotation or reverse rotation, it is determined whether the output value of the second pulse signal is L (S203).

That is, the switching of the output value of the first pulse signal from L to H causes the first sensor section 26 to detect the tooth 5 to be detected.
The first sensor unit 26 outputs as output when both the left edge of 1 is passed so as to rise (crankshaft 16 forward rotation) and when the right edge is passed so as to rise (crankshaft 16 reverse rotation). This is because it is necessary to specify which of the left and right edges of the detected tooth 51 has passed.

When it is determined that the output value of the second pulse signal is not L (S203: NO), as can be seen from FIGS. 10 and 11, the pulse signal output from the semiconductor magnetic sensor 25 is ( This means that one pulse signal, second pulse signal) = (L, H) is changed to (first pulse signal, second pulse signal) = (H, H). Therefore,
It is determined that the crankshaft 16 is rotating in the reverse direction, and the step proceeds to S204.

In step 204, it is determined whether or not the counter value C is 1, and if the counter value C is not 1 (S204: NO), the process returns to S200. on the other hand,
If it is determined that the counter value C is 1, (S20
4: YES), and the step moves to S237 described later. Here, whether or not the counter value C is 1 is determined by the missing portion 52 of the detected tooth 51 corresponding to the counter value C = 1. The tooth 51 to be detected by the first sensor unit 26 (the missing portion 5
This is because we want to prohibit the passage detection in 2).

On the other hand, when it is determined that the output value of the second pulse signal is L (S203: YES), as can be seen from FIGS. 10 and 11, the semiconductor magnetic sensor 2
The pulse signal output from 5 is (first pulse signal, second pulse signal
Pulse signal) = (L, L) to (first pulse signal, second pulse signal)
(Pulse signal) = (H, L), the crankshaft 16 is determined to be rotating normally, and the process proceeds to step S205. That is, this change pattern of the pulse signal is a change pattern that is output only when the first sensor unit 26 passes through the left edge of the detected tooth 51 so as to rise.

In step 205, it is judged whether or not the counter value C is 1, and if the counter value C is not 1 (S205: NO), the sensor value S is incremented by 1 (S206). This sensor value S is determined by the first sensor unit 2
6 is incremented each time the left edge of the detected tooth 51 is detected, and when the counter value C is other than 1, the sensor value S becomes 3, and when the counter value C is 1, the sensor value S is When it reaches 15 (corresponding to 30 ° CA in the portion where the detected teeth 51 are formed at equal intervals), it is reset to 0. Then, the counter value C is incremented every 30 ° CA, and is used to determine the forward / reverse rotation of the crank rotor 50 within 30 ° CA.

Subsequently, the step proceeds to S207, judges whether or not the sensor value S is 3, and when the sensor value S is not 3 (S207: NO), the step returns to S200, and the sensor value S If S is 3 (S207: Y
ES) and the sensor value S are reset to 0 (S208).
In the next step S209, the counter value C is incremented by one in response to the reset of the sensor value S, and the process proceeds to step S210.

In S210, it is determined whether the counter value C is 6, that is, whether the crankshaft 16 has rotated half a turn (S210). When it is determined that the counter value C is 6 (S210: YES), it is determined whether the flag value F is set to 1 (S).
211). Here, the flag value F is used as an index for determining whether each cylinder has a front-back relationship, that is, whether it is in the intake stroke or the explosion / expansion stroke.

As a result, when it is determined that the flag value F is 1 (S214: YES), the counter value C = 6 and the flag value F = 1, the crank angle is 540 ° CA. That is, it is detected that the cylinder # 2 is at the compression top dead center.

On the other hand, when it is determined that the flag value F is 0 (S214: NO), the counter value C = 6.
It is detected that the crank angle is 180 ° CA based on the fact that the flag value F = 0, that is, the cylinder # 3 is at the compression top dead center.

On the other hand, in S210, the counter value C is 6
If not (S210: NO), it is determined whether the counter value C is 12 (S212), and if it is determined that the counter value C is 12 (S212:
YES), the counter value C is reset to 0 (S21
3). That is, the counter value C is reset when the crankshaft 16 makes one rotation.

Subsequently, it is judged whether the flag value F is 1 (whether it is set or not) (S214), and when it is judged that the flag value F is 1 (S214: YE).
S), the flag value F is reset to 0 (S215). Then, the counter value C = 12, and the flag value F = 1
That the crank angle is 0 ° CA,
That is, it is detected that the cylinder # 1 is at the compression top dead center. On the other hand, when it is determined that the flag value F is not 1 (S214: NO), the flag value F is set to 1 (S216). The crank angle is 3 based on the counter value C = 12 and the flag value F = 0.
It is detected that it is 60 ° CA, that is, that cylinder # 4 is at the compression top dead center. The flag value F is set,
The reset is performed every time the counter value C is reset (360
Every CA).

Then, after executing the ignition timing control based on the detected crank angle, the step returns to S200. When it is determined in step 212 that the counter value C is not 12 (S212: NO), it is determined that the engine 10 (crank angle) is not in the ignition timing, and the step returns to S200.

In step 205, the counter value C is 1
If it is determined that (S205: YES), the process proceeds to S217, and the sensor value S is incremented by 5. That is, when the counter value C takes 1,
This is because the first sensor unit 26 corresponds to the missing portion 52 of the detected tooth 51, and in order to eliminate erroneous detection, it is necessary to prohibit the detection by the first sensor unit 26 in such a region.

Subsequently, in S218, the sensor value S is 15
If it is determined that the sensor value S is 15 (S218), the process proceeds to step S219. That is, under C = 1, from the relationship with the step described later, when the sensor value S is 15 as shown in FIG. 11, it means that the first sensor unit 26 passes the missing portion 52 of the detected tooth 51. It means that it has finished. Then, in S219, 2 is stored in the counter value C, and S
After resetting the sensor value S to 0 at 220, the step returns to S200. On the other hand, the sensor value S is 1
When it is determined that the value is not 5 (S218: NO), the step returns to S200.

By the way, in step 202, the first
When it is determined that the output value of the pulse signal is not switched from L to H (S202: NO), the second pulse is used to determine whether the rotation of the crankshaft 16 is forward rotation or reverse rotation. It is determined whether or not the output value of the signal is L (S221).

That is, when the output value of the first pulse signal is switched from H to L, the first sensor section 26 detects the tooth 5 to be detected.
The first sensor portion 26 is output when the right edge of 1 is passed so as to fall (the crankshaft 16 is normally rotated) and when the left edge is passed so as to be lowered (the crankshaft 16 is reversely rotated). This is because it is necessary to specify which of the left and right edges of the detected tooth 51 has passed.

When it is determined that the output value of the second pulse signal is not L (S221: NO), as can be seen from FIG. 6, the pulse signal output from the semiconductor magnetic sensor 25 is (first pulse signal , Second pulse signal) = (H,
From (H) to (first pulse signal, second pulse signal) = (L,
It means that the crankshaft 16 has changed to H), and it is determined that the crankshaft 16 is rotating normally. That is, this change pattern of the pulse signal is a change pattern that is output only when the first sensor unit 26 passes so as to fall on the right edge of the detected tooth 51. Therefore, the step returns to S200.

On the other hand, when it is determined that the output value of the second pulse signal is L (S221: YES), whether the crankshaft 16 is rotating in the reverse direction or the semiconductor magnetic sensor 25
Is located in the missing portion 52 of the detected tooth 51. Therefore, in order to judge either of these, S
In 222, it is determined whether or not the counter value C is 1, that is, the semiconductor magnetic sensor 25 detects the missing portion 52 of the detected tooth 51.
To determine if it is located at. When it is determined that the counter value C is 1 (S222: YES), since the semiconductor magnetic sensor 25 is located in the missing portion 52 of the detected tooth 51, 10 is stored in the sensor value S. .
In this way, 10 is stored in the sensor value S in order to distinguish between the case where the semiconductor magnetic sensor 25 is located at the missing portion 52 of the detected tooth 51 and the case where the semiconductor magnetic sensor 25 is located at another position.

On the other hand, when it is determined that the counter value C is not 1 (S222: NO), as can be seen from FIG.
The pulse signal output from the semiconductor magnetic sensor 25 has changed from (first pulse signal, second pulse signal) = (H, L) to (first pulse signal, second pulse signal) = (L, L) Becomes Therefore, it is determined that the crankshaft 16 is rotating in the reverse direction, and the step proceeds to S224.

Here, the reverse rotation of the crankshaft 16 is caused by the crankshaft 16 having lost the driving force when the engine 10 is stopped, swinging to balance the balance weights, and by the pressure difference between the cylinders 12. It is a phenomenon. In such a case, the engine 10 is in a stopped state, but the ECU 40 does
Since the power is supplied, this program can be executed without any problems.

Subsequently, in S224, the crankshaft 1
In response to the determination that 6 is rotating in the reverse direction, the sensor value S is decremented by one. Then, it is determined whether or not the decremented sensor value S is -1 (S2
19) If it is determined that the sensor value S is not -1 (S219: NO), the step returns to S220.

On the other hand, when it is determined that the sensor value S is -1 (S225: YES), 2 is stored as the sensor value S (S226). That is, the sensor value S takes a value of 0, 1, or 2, and the sensor value S =-
This is because 1 corresponds to the sensor value S = 2.

At S227, the counter value C is decremented by one, and at S228, it is determined whether or not the counter value C is 1. Then, when it is determined that the counter value C is not 1 (S228: NO), the process proceeds to S229, and it is determined whether the counter value C is -1. Then, if it is determined that the counter value C is not -1 (S229: NO), the step returns to S200. On the other hand, when it is determined that the counter value C is -1 (S229: YES), 11 is stored as the counter value C. That is, the counter value C is 0 to 1
This is because the counter value C = -1 corresponds to the counter value C = 11 by taking any one value of 1.

On the other hand, when it is determined that the counter value C is 1 (S228: YES), the semiconductor magnetic sensor 25
Corresponds to the missing portion 52 of the detected tooth 51 and special processing is required to eliminate erroneous detection. Therefore, the step proceeds to S231.

In S231, the first sensor section 26 passes so as to fall on the edge of the detected tooth 51, or
When the first sensor unit 26 passes through the edge of the detected tooth 51 so as to rise, the next step is executed. Then, the output value of the first pulse signal switches from L to H, and
It is determined whether the output value of the second pulse signal is H (S232). When it is determined that the first pulse signal rises and the output value of the second pulse signal is not H (S232: NO), the first pulse signal rises and the output value of the second pulse signal is L. It is determined whether there is any (S233).

Then, when it is determined that the first pulse signal rises and the output value of the second pulse signal is not L (S233: NO), the second sensor unit 27 causes the missing portion 52 of the detected tooth 51. Since it means that the position is located at, the subsequent processing is not performed and the step proceeds to S231. On the other hand, when it is determined that the first pulse signal rises and the output value of the second pulse signal is L (S2
33: YES), the first sensor unit 26 again detects the detected tooth 5
The first edge is passed down, or the first edge
The next step is executed by the sensor unit 26 passing through the edge of the detected tooth 51 so as to rise (S23).
4).

In subsequent S235, it is determined whether or not the output value of the first pulse signal is switched from H to L and the output value of the second pulse signal is H (S235). Then, the output value of the first pulse signal switches from H to L,
When it is determined that the output value of the second pulse signal is H (S235: YES), 2 is stored in the counter value C and 0 is stored in the sensor value S, and the step is S200.
Return to That is, in this signal pattern under the condition that the counter value C is 1, as shown in FIG. 11, the reversely rotated crankshaft 16 makes a forward rotation by swinging back, and the semiconductor magnetic sensor 25 has finished passing the missing tooth 52. It means that.

On the other hand, the output value of the first pulse signal is from H to L.
When it is determined that the output value of the second pulse signal is not H (S235: NO), it means that the second sensor portion 27 is located in the missing portion 52 of the detected tooth 51. Therefore, the subsequent processing is not performed, and the step proceeds to S231.

On the other hand, if it is determined in S232 that the first pulse signal rises and the output value of the second pulse signal is H (S232: YES), the first sensor unit 26 again The next step is executed by passing the edge of the detected tooth 51 so as to fall or by passing the first sensor portion 26 so as to rise the edge of the detected tooth 51 (S274).

Then, in S238, it is determined whether or not the output value of the first pulse signal is switched from H to L and the output value of the second pulse signal is L, and the output value of the first pulse signal is determined. Is switched from H to L and it is determined that the output value of the second pulse signal is not L (S238: N
O), which means that the second sensor portion 27 is located in the missing portion 52 of the tooth to be detected 51, the subsequent processing is not performed, and the step proceeds to S231.

On the other hand, when it is determined that the output value of the first pulse signal is switched from H to L and the output value of the second pulse signal is L (S238: YES),
0 is stored in the counter value C and 2 is stored in the sensor value S, and the process returns to S200. That is, this signal pattern under the condition that the counter value C is 1 is
This is because it means that the crankshaft 16 continues to rotate in the reverse direction and the semiconductor magnetic sensor 25 has finished passing (returned to) the missing tooth 52, as shown in FIG. 11.

The counter value C, the sensor value S, and the flag value F (crank angle) obtained based on the flowchart described above are stored in the backup RAM 44 as they are when the engine 10 is stopped, as the engine 10 is stopped. To be done. Therefore, the crank angle can be instantly detected at the time of restart, and the startability of the engine 10 can be improved.

As described above in detail with reference to the embodiments of the inventions, the crank angle detecting device DC1 for the internal combustion engine according to the embodiment of the first invention has the detected teeth 22 formed at equal intervals. Crank rotor 21 and detected tooth 22
The crank position sensor 20 includes a semiconductor magnetic sensor 25 having a first sensor portion 26 and a second sensor portion 27 that are spaced apart from each other by a distance smaller than the formation interval of the crank position sensor 20.

Therefore, unlike the conventional crank angle detecting device, it is possible to determine whether the crankshaft 16 is rotating normally or reversely, without providing two independent sensors. As a result, the number of parts is reduced,
It is possible to reduce the work process.

That is, the first sensor portion 26 and the second sensor portion 27 are spaced apart from each other by a distance smaller than the formation distance of the detected tooth 22, and the same detected tooth 22 is connected to the first sensor portion 26. There is a difference between the passage time and the passage time of the second sensor unit 27. Therefore, there is a phase difference between the first pulse signal and the second pulse signal output from the semiconductor magnetic sensor 25, and the combination of such phase differences is opposite to that when the crankshaft 16 is rotating normally. This is because it is different from the case of rotating.

Further, the counter value C counted up or down based on the first pulse signal and the second pulse signal corresponding to the rotation of the crankshaft 16
A crank angle detection processing program for detecting a crank angle in a specific cylinder 12 is provided.

Therefore, based on the signals output from the cam angle sensor and the rotation speed sensor, only the crank angle corresponding to the ignition timing is detected and the cylinder to be ignited is determined. Unlike the above, the position of the piston 14 (crank angle) in the specific cylinder 12 can be accurately detected. Further, since all the corresponding crank angles can be detected from the counter value C, the target of control executed based on the crank angle can be expanded.

As a result, the ignition timing can be optimized, the output characteristic of the engine 10 can be improved, and No _X in the exhaust gas discharged from the combustion chamber 15 can be improved.
It is possible to suppress the concentration and the like. In addition, each cylinder 12
When performing the fuel injection timing control by the group injection in which the fuel injection is performed for each group with respect to the plurality of cylinders 12 that are divided into two or three independent injections that perform the fuel injection independently for each group, Various controls can be performed.

Further, the counter value C and the flag value F when the engine 10 is stopped are stored during the engine 10 stop period. Therefore, it is possible to detect the crank angle immediately after the cranking, unlike the conventional crank angle detecting device in which the reference position is detected for each cranking and it takes time to detect the crank angle.

As a result, it is possible to ignite the air-fuel mixture in the specific cylinder 12 (start the engine 10) immediately after cranking. That is, in order to obtain an effective driving force, it is necessary to ignite the air-fuel mixture at a predetermined crank angle before the compression top dead center. For that purpose, the cylinder 12 must be discriminated and the crank angle must be detected. I have to.

However, in the conventional crank angle detecting device, it took a long time to detect the crank angle, so that the engine could not be started immediately after the cranking. On the other hand, in the crank angle detecting device CD1 for the internal combustion engine according to the embodiment of the first invention, the crank angle in the specific cylinder 12 can be detected immediately after cranking.

Next, in the crank angle detecting device CD2 for the internal combustion engine according to the second embodiment of the invention, the above-mentioned respective effects obtained by the crank angle detecting device CD1 for the internal combustion engine according to the first embodiment of the invention are obtained. In addition to the above, the following effects can be obtained.

The crank angle detecting device CD2 for the internal combustion engine according to the second embodiment of the present invention has one detected tooth out of the detected teeth 51 formed at equal intervals, and serves as an unequal interval portion. A crank composed of a crank rotor 50 having a missing portion 52 formed therein, and a semiconductor magnetic sensor 25 having a first sensor portion 26 and a second sensor portion 27 spaced apart from each other by an interval smaller than the formation interval of the detected teeth 51. A position sensor 20 is provided.

Therefore, even when the battery is removed and the stored counter value C, flag value F, etc. are lost during vehicle maintenance, etc., the semiconductor magnetic sensor 25 has an unequal interval portion (missing). By detecting the section 52) and resetting the counter value C to a value corresponding to the crank angle, the correspondence relationship between the counter value C and the crank angle can be returned to the original state.

The present invention can be variously modified and improved without departing from the spirit thereof. For example, in the embodiments of the above inventions, the counter value C is reset to 0 every time the counter value C reaches 12, and the flag value F
It is equipped with a configuration for executing the set and reset.

However, the counter value C may be counted up to 24, and the counter value C may be reset to 0 every time the counter value C reaches 24, and the flag value F may not be provided. If the counter value C is counted up to 24, it is 30 ° with respect to the rotation angle (crank angle) of the crankshaft 16 which rotates 720 ° CA per stroke.
This is because the numbering can be performed for each CA and the crank angle can be detected without combining the flag value F.

In the above-described embodiments of the invention, only the crank angle corresponding to the optimum compression top dead center as the ignition timing is detected and the ignition timing control is executed. The crank angle to be used when executing the fuel injection timing control for executing the fuel injection may be detected. That is, the counter value C is always 30 ° CA.
Alternatively, the crank angle is detected every 10 ° CA, and how to use this crank angle depends on the control content to be executed.

Further, in the embodiments of the above inventions, 4
Although the crank angle detecting device is applied to the four-cylinder engine 10 having one cylinder 12, it may be applied to a six-cylinder engine, an eight-cylinder engine, or the like. This is because the number of cylinders to be applied to the engine is a matter of choice.

Further, although the detected teeth 22 are formed every 30 ° CA on the crank rotor 21 in the embodiment of the first invention, for example, the detected teeth 22 are formed every 10 ° CA. Good. This is because in any case, it is possible to associate the crank angle with the counter value C.

Further, the crank rotor 50 according to the second embodiment of the present invention is provided with the detected tooth 51 for every 10 ° CA and the missing portion 52, which is missing at one of the detected teeth 51. For example, the tooth to be detected may be formed every 30 ° CA, and in such a case, it is not necessary to detect the sensor value S.

Technical ideas other than the claims that can be understood from the above-described embodiments of the invention will be described below together with their effects. (1) In the crank angle detecting device for an internal combustion engine according to any one of claims 1 to 4, the passage detected portion is a protrusion formed on an outer periphery of the crank rotor. A crank angle detecting device for an internal combustion engine, characterized by being teeth.

With such a configuration, the first passage detection signal and the second passage detection signal are generated as the tooth to be detected passes. (2) Any one of claims 1 to 4,
Alternatively, in the crank angle detecting device for an internal combustion engine according to (1), the passage detector may include a semiconductor element as a first element.
A crank angle detecting device for an internal combustion engine, comprising a semiconductor magnetic sensor provided as a passage detecting portion and a second passage detecting portion.

When such a structure is provided, the passage is detected based on the voltage value that changes with the passage of the tooth to be detected.

[0127]

As described above, according to the crank angle detecting device for an internal combustion engine of the first aspect of the present invention, the first passages are arranged at intervals smaller than the formation interval of the passage detected portions in the crank rotor. A passage detector having a detection unit and a second passage detection unit and generating a first passage detection signal or a second passage detection signal is provided. Further, a rotation direction determining means for determining whether the crankshaft rotates in the normal or reverse direction, a counting means for counting the number of detected passage portions that have passed through the passage detector as a passage value, a cylinder determining means for determining a cylinder based on the passage value, and Crank angle detecting means for detecting the crank angle is provided.

Therefore, the crank angle can be detected without providing two or more independent passage detectors.
As a result, it is possible to reduce the number of parts constituting the internal combustion engine and the work steps.

According to the crank angle detecting device for an internal combustion engine in accordance with the present invention, the crank rotor is provided with not-equal-spaced passage detecting portions but also non-equally-spaced passage detected portions. Further, it is provided with reset means for resetting the passing value to a predetermined value every time the passage detected portions at unequal intervals pass the first passage detecting portion or the second passage detecting portion.

Therefore, even when the correspondence between the passage value and the specific cylinder and crank angle becomes unknown, the correspondence can be restored based on the passage detected portions at unequal intervals. .

Further, according to the crank angle detecting device for an internal combustion engine according to the invention of claim 3, there is provided a storage means for storing the passing value when the internal combustion engine is stopped. Therefore, the crank angle can be detected based on the stored passing value immediately after the starting operation without rotating the crankshaft during the internal combustion engine starting operation.

According to the crank angle detecting device for an internal combustion engine of the present invention, the discrimination signal generating means for generating the first discrimination signal or the second discrimination signal each time the passing value is initialized is provided. A crank angle is detected based on each identification signal and the passing value.

Therefore, the cylinder discrimination and the crank angle detection can be performed without counting the passing value for one revolution of the crankshaft.

[Brief description of drawings]

FIG. 1 is a conceptual configuration diagram showing a basic conceptual configuration of a crank angle detection device for an internal combustion engine according to the present invention.

FIG. 2 is a system configuration diagram showing a schematic configuration of a gasoline engine system to which the present invention is applied.

FIG. 3 is an explanatory view schematically showing a crank position sensor according to the embodiment of the first invention.

FIG. 4 is a control block diagram in a crank angle detection device for an internal combustion engine.

FIG. 5 is a flowchart of a crank angle detection processing program in the embodiment of the first invention.

FIG. 6 is a correspondence relationship between a detected tooth (missing portion) and a semiconductor magnetic sensor, a first pulse signal, a second pulse signal, a sensor value S, and a counter value C, which correspond to the flowchart of FIG.
3 is a timing chart showing the change over time of.

FIG. 7 is an explanatory diagram schematically showing a crank position sensor according to an embodiment of the second invention.

FIG. 8 is a flowchart 1 of a crank angle detection processing program according to the second embodiment of the invention.

FIG. 9 is a flowchart 2 of a crank angle detection processing program in the embodiment of the second invention.

FIG. 10 corresponds to the flowcharts of FIGS. 8 and 9,
6 is a timing chart showing a time-dependent change in a correspondence relationship between a detected tooth (missing portion) and a semiconductor magnetic sensor, a sensor value S, a counter value C, and a flag value F.

FIG. 11 corresponds to the flowcharts of FIGS. 8 and 9,
6 is a timing chart showing a temporal change of a detected tooth (missing portion) and a semiconductor magnetic sensor, a first pulse signal, a second pulse signal, a sensor value S, and a counter value C.

[Explanation of symbols]

10 ... Engine, 14 ... Piston, 16 ... Crank shaft, 16a ... Crank arm, 16b ... Crank pin, 17 ... Crank, 18 ... Connecting rod, 2
0 ... Crank position sensor, 21 ... Crank rotor, 22 ... Detected tooth, 25 ... Semiconductor magnetic sensor, 26 ...
1st sensor part, 27 ... 2nd sensor part, 30 ... Injector, 31 ... Spark plug, 40 ... ECU, 44 ... Backup RAM, 50 ... Crank rotor, 51 ... Detected tooth,
52 ... Missing part, M1 ... Cylinder, M2 ... Internal combustion engine, M3 ... Crankshaft, M4 ... Equally spaced passage detected parts, M5 ...
Crank rotor, M6 ... First passage detector, M7 ... Second passage detector, M8 ... passage detector, M9 ... Rotation direction judging means, M10 ... Counting means, M11 ... Initializing means, M12 ...
Cylinder discrimination means, M13 ... Crank angle detection means, M14 ...
Passing detection parts at unequal intervals, M15 ... Reset means, M1
6 ... Storage means, M17 ... Identification signal generating means, CD1, C
D2 ... A crank angle detecting device for an internal combustion engine.

Claims (4)

[Claims] 1. A crank rotor fixed to a crankshaft of an internal combustion engine having a plurality of cylinders, the crank rotor having passage detection portions formed at equal intervals, and an interval smaller than the equal intervals in the vicinity of the crank rotor. And a first passage detection unit and a second passage detection unit that are spaced apart in the rotation direction of the crank rotor, and each time the passage detection target unit passes the first passage detection unit or the second passage detection unit. The crankshaft based on a passage detector that generates a first passage detection signal or a second passage detection signal, and a combination of the first passage detection signal and the second passage detection signal generated by the passage detector. Rotation direction determining means for determining whether the crankshaft is rotating normally or reversely, and the crankshaft is rotated forward by the rotation direction determining means. When it is determined that the first passage detection signal or the second passage detection signal is generated, the number of occurrences of the first passage detection signal or the second passage detection signal is added,
When it is determined that the crankshaft is rotating in the reverse direction, the number of passage detected parts that have passed through the passage detector by subtracting the number of occurrences of the first passage detection signal or the second passage detection signal. Counting means for counting as a passing value, initialization means for initializing the passing value every time the passing value counted by the counting means reaches a predetermined value, and the plurality of means based on the passing value. Cylinder of an internal combustion engine, comprising: a cylinder discriminating means for discriminating a specific cylinder among the cylinders, and a crank angle detecting means for detecting a crank angle in the specific cylinder based on the passing value. Corner detector. 2. The crank angle detecting device for an internal combustion engine according to claim 1, wherein a part of the crank rotor has a non-equidistant passage detected object having an interval different from the equidistant passage detected parts. And a reset unit that resets the passage value to a predetermined value each time the passage detection portions at unequal intervals pass the first passage detection portion or the second passage detection portion. A crank angle detecting device for an internal combustion engine characterized by the above. 3. The crank angle detecting device for an internal combustion engine according to claim 1 or 2, further comprising a storage unit for storing the passing value when the internal combustion engine is stopped. Crank angle detector. 4. The crank angle detecting device for an internal combustion engine according to claim 3, wherein the first identification signal or the second identification signal is alternately generated every time the passage value is initialized by the initialization means. Of the plurality of cylinders based on the passing value and the first identification signal or the second identification signal, the crank angle detection means, A crank angle in the specific cylinder is detected based on the passage value and the first identification signal or the second identification signal, and the storage means stores the passage value and the first identification signal or the second identification when the internal combustion engine is stopped. A crank angle detecting device for an internal combustion engine, which stores a signal.