JPH0953500A - Electronically controlled internal combustion engine signal failure control method and apparatus - Google Patents

Abstract

(57) [Summary] [Purpose] A multi-cylinder that can continue operation without causing engine stall or engine burn-in when an abnormality in the pulsar signal corresponding to each cylinder or the crank angle signal corresponding to the crank angle is detected. An internal combustion engine control method and apparatus are provided. [Structure] When an abnormality in a pulser signal or a crank angle signal is detected, ignition timing and fuel injection are controlled in an all-cylinder operation mode regardless of an operation state. When a pulsar signal failure is detected, all-cylinder simultaneous injection is performed based on the pulsar signal of a specific cylinder other than the fail cylinder until the pulsar signal failure is reset. When a crank angle signal fail is detected, the ignition timing is synchronized with the pulser signal until the crank angle signal fail is reset.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method and apparatus for an electronically controlled multi-cylinder internal combustion engine, and more particularly to control of ignition timing and fuel injection based on a pulser signal corresponding to each cylinder and a crank angle signal corresponding to a crank angle. The present invention relates to a control method and device for an internal combustion engine that performs control.

[0002]

2. Description of the Related Art In a four-cycle electronically controlled multi-cylinder internal combustion engine, various operating states are detected, and an ignition timing and a fuel injection control amount for obtaining optimum combustion according to the operating state are calculated for each cylinder. There is. Further, the camshaft rotation angle sensor that detects the rotation angle of the camshaft that rotates at half the speed of the crankshaft issues a camshaft angle signal at a predetermined rotation angle interval of the camshaft as the engine rotates, and also outputs a predetermined cam angle. A cylinder is identified by forming a pulsar signal corresponding to each cylinder according to the shaft angle. Ignition and fuel injection are performed with a control amount calculated for each cylinder based on the camshaft angle signal and the pulsar signal. In this case, for example, fuel is sequentially injected into each cylinder in synchronization with a pulsar signal that is sequentially transmitted during two revolutions, and ignition is performed at the calculated cam shaft angle position. Then, at low speed and low load, cylinder deactivation control is performed to stop combustion of some cylinders. As a result, pumping loss is reduced and fuel efficiency can be improved.

On the other hand, in a two-cycle engine, control quantities such as ignition timing, fuel injection start timing and fuel injection end timing are calculated based on the detection results of various operating conditions, and a pulsar emitted at a predetermined crank angle for each cylinder. The cylinder is discriminated by the signal, the rotation angle (crank angle) of the crank shaft is detected, and the ignition and ignition are sequentially performed for each cylinder in synchronization with the pulsar signal at the timing when the crank angle matches the calculated control amount. Fuel injection is performed.

In a two-cycle engine, the amount of fresh air decreases and the scavenging air flow weakens when the engine runs at low or medium speeds and under low load, so that the gas exchange action in the cylinder decreases and the proportion of residual gas after scavenging increases, resulting in misfire. Things happen. On the contrary, ignition combustion is irregularly performed about once every several revolutions. As a result, the rotational stability in the middle and low speed range deteriorates, vibrations peculiar to the two-cycle engine are generated, and particularly in the outboard motor, a swinging phenomenon occurs in which the engine horizontally vibrates. Further, in this way, if misfires occur frequently, a large amount of fuel is discharged without burning, resulting in wasted fuel consumption and reduced fuel efficiency.

By the way, in the cylinder deactivation operation, the fresh air charge amount and the fuel injection amount per cylinder of the sub-operation cylinder in which the deactivation cylinder is provided can be increased more than in the case of the all cylinder operation. When cylinder deactivation operation is adopted in a two-cycle engine, the fresh air charge amount per cylinder of operating cylinders is larger than that in all cylinder operation. Therefore, if the throttle opening is increased and the amount of fresh air is increased, gas exchange during scavenging is performed. The action can be improved, misfiring can be eliminated, and fuel consumption can be significantly improved. In the 4-cycle engine, the gas exchange action did not deteriorate particularly at low speed, and the purpose was to improve fuel efficiency by reducing pumping loss. In a two-cycle engine, pumping loss can be reduced, but further improvement in fuel efficiency can be achieved by preventing misfire.

[0006]

When the cylinder cannot be detected due to an abnormality in the pulsar signal or the crank angle position cannot be detected due to an abnormality in the crank angle signal, the timing reference of fuel injection and ignition timing is used. In some cylinders, fuel injection and ignition are not performed because the pulser signal is not obtained. When such a failure of the pulsar signal occurs during the cylinder deactivation operation, in the 2-cycle engine or the 4-cycle engine, cylinders that do not burn further occur in addition to the deactivated cylinders, which causes abnormal reduction in output and engine stall. There is a fear.

Further, in the control method of setting the timing of fuel injection or ignition timing by counting up / down the crank angle signal using the pulsar signal as a trigger, the crank angle signal is partially omitted or not input at all. In this case, the timing of ignition or fuel injection may be shifted or the fuel may not be output, which may cause a decrease in the output of the engine, stall of the engine, or failure to start the engine.

In the two-cycle engine, fuel is supplied by being injected into the intake passage upstream of the crank chamber or directly into the in-cylinder combustion chamber, while oil is mixed with the fuel or It is independently supplied to the intake passage. Since the supplied oil flows out from the crank chamber to the combustion chamber, it can supply only a very small amount compared to the amount of fuel and vaporizes in the crank chamber or combustion chamber against lubrication of the piston sliding part. The cooling action of the piston by the fuel is essential. Therefore, if the fuel injection is stopped due to the failure of the pulsar signal or the crank angle signal especially in the state where the engine temperature is high or the engine speed is high, the engine may be burned. Four
Even in a cycle engine, if a similar failure occurs during high-speed rotation, seizure may occur.

The present invention has been made in view of the above-mentioned problems of the prior art, and when an abnormality of the pulsar signal corresponding to each cylinder or the crank angle signal corresponding to the crank angle is detected, engine stall or engine An object of the present invention is to provide a control method and device for a multi-cylinder internal combustion engine that can continue operation without causing seizure.

[0010]

In order to achieve the above object, the present invention controls ignition timing and fuel injection based on a pulsar signal corresponding to each cylinder and a crank angle signal corresponding to a crank angle. In an electronically controlled multi-cylinder internal combustion engine having a cylinder deactivation operation mode in which combustion of some cylinders is stopped in a predetermined operation state and an all-cylinder operation mode in which all cylinders are combusted, the pulsar signal or crank angle signal When the abnormality is detected, the ignition timing and the fuel injection are controlled in the all-cylinder operation mode regardless of the operating state.

A preferred embodiment is characterized in that the number of crank angle signals between pulsar signals is counted, and if the counted number is larger than a predetermined number, the pulsar signal fails.

Another preferred embodiment is characterized in that the number of crank angle signals between pulser signals is counted, and if the counted number is smaller than a predetermined number, the crank angle signal fails.

In still another preferred embodiment, when a pulsar signal failure is detected, all cylinders simultaneous injection is performed based on the pulsar signal of a specific cylinder other than the fail cylinder until the pulsar signal failure is reset. Is characterized by.

In yet another preferred embodiment, when the crank angle signal failure is detected, the ignition timing is synchronized with the pulser signal until the crank angle signal failure is reset.

Further, according to the present invention, cylinder detecting means for issuing a pulsar signal corresponding to each cylinder, crank angle detecting means for issuing a crank angle signal corresponding to a crank angle, various operating state detecting means, and various operating state detecting means are provided. An arithmetic processing unit that controls ignition timing and fuel injection according to a predetermined program based on the pulsar signal and the crank angle signal, and the program stops combustion of some cylinders in a predetermined operating state. In an electronically controlled multi-cylinder internal combustion engine having a cylinder deactivation operation mode for performing and an all cylinder operation mode for burning all cylinders, the arithmetic processing device comprises:
When an abnormality of the pulsar signal or the crank angle signal is detected, the ignition timing and the fuel injection are controlled in the all-cylinder operating mode regardless of the operating state, and the control device for the signal failure of the electronically controlled internal combustion engine is provided. I will provide a.

[0016]

When the failure of the pulsar signal or the crank angle signal is detected during the cylinder deactivation operation, all cylinder operation is immediately switched to prevent engine stall. On the contrary, when the failure of the pulsar signal or the crank angle signal occurs during the operation of all cylinders, the operation of all cylinders is continued even if the operating condition satisfies the condition of the cylinder deactivation operation.

The number of crank angle signals between consecutive pulser signals corresponding to each cylinder, which are sequentially input for each cylinder, is predetermined. This crank angle signal is triggered by the pulser signal to start counting, and ends counting at the next pulser signal. In the case of pulsar signal failure, for example, a reading error of each cylinder mark provided on the crankshaft side for pulsar signal transmission, reading sensor failure, signal line disconnection, interface or processing circuit side abnormality etc. occurred. This is the case when a pulse dropout occurs in the pulser signal. In such a case, since the count of the crank angle signal is not completed, the count number increases. When this count number exceeds a predetermined value, it is determined that the pulser signal has failed.

When a part of the crank angle signal pulse is omitted, the count value of the crank angle signal between the pulser signals becomes small. When the count number becomes smaller than a predetermined value, it is determined that the crank angle signal has failed. In this case, the predetermined number is determined as follows, for example.

Predetermined number = {(number of ring gear teeth / number of cylinders)-
1} * (Crank angle interface multiplication number) If the pulsar signal is normal, fuel injection is performed for all the cylinders in sequence in synchronization with the pulsar signal during one revolution, shifting the timing for each cylinder. When the pulsar signal fails, the simultaneous injection is performed for all cylinders in synchronization with the pulsar signal of a specific cylinder other than the failed pulsar signal.
In this case, the specific cylinder is, for example, a cylinder in which a failure is detected (cylinder next to the failed cylinder), the number of this cylinder is stored in the memory, and simultaneous injection of all cylinders is performed every time the pulser signal of the cylinder of this number is input. To do. As another example of the specific cylinder, the cylinder with the lowest number other than the fail cylinder is set as the specific cylinder, the number of this cylinder is stored in the memory, and simultaneous injection of all cylinders is performed every time the pulser signal of this cylinder is input. It may be done.

When the crank angle signal is normal, the timer is started by the pulsar signal and the ignition pulse is emitted at the ignition timing according to the set number of timers according to the crank angle. Ignition is performed almost in synchronization with the timing of the pulser signal. If a crank angle signal failure is detected,
Ignition timing count based on crank angle becomes inaccurate,
Since the ignition timing deviates from the calculated value, the ignition timing is synchronized with the pulsar signal, and the same cylinder as the input pulsar signal is ignited.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an external view of a two-machine outboard motor for a ship to which the present invention is applied. As shown in the figure, the outboard motors 406-1 and 40-1 including two engines at the stern of the hull 405.
6-2 is attached. This is a structure for obtaining sufficient propulsive force on the sea, and for enabling navigation even if one of the outboard motors is out of order and ensuring return to the port.

When two outboard motors are cruising as described above, the engines are operated in a two-run state. When performing drive control of the two-engine engine, each engine needs to be able to operate independently, and therefore each engine has a drive control device. Each control device detects various operating states such as engine speed, throttle opening, accelerator position, so-called load such as intake pipe negative pressure, intake air temperature, exhaust gas oxygen concentration, shift position, etc., and based on this detection information. ,
The optimum air-fuel ratio, the fuel injection amount, the injection timing, the ignition timing, etc. at that time are calculated according to a predetermined control program, and the engine is drive-controlled based on the calculated values. In this case, the control program has a detection information read routine and a main routine in which a plurality of calculation routines for calculating each control amount based on the read detection information are arranged in accordance with a predetermined sequence. Arithmetic processing is performed.

FIG. 2 is a detailed view of the engine around one of the V-type 6-cylinder engines mounted on each of the above-mentioned two-engine outboard motors.

As shown in FIG. 2, in the crank chamber 22,
The intake port 80 communicating with the intake manifold 24 opens. The intake port 80 is provided with the reed valve 23. The intake manifold 24 is provided with an injector 26 and a throttle valve 25. Intake manifold 24
An intake air temperature sensor 32 is provided in the. A throttle opening sensor 15 is provided on the throttle valve 25 outside the intake manifold 24.

The fuel supplied to the injector 26 is stored in the fuel tank 63. This fuel tank 63
The fuel inside is sent to the sub tank 67 by the bottom pressure fuel pump 64 through the water separation and dust removal filter 66. The fuel in the sub-tank 67 is sent to the injector 26 of each cylinder via the distribution pipe by the high-pressure fuel pump 65, and the fuel is injected into the intake manifold 24 at a controlled injection amount and injection timing as will be described later, and a predetermined air-fuel ratio is obtained. To form a mixture of. The high-pressure fuel that has not been injected by the injector 26 passes through the return pipe 70 and the sub-tank 6
Recovered to 7. A pressure regulator 69 is provided on the return pipe 70 to keep the injection pressure of the injector 26 constant. Thereby, the fuel injection amount can be controlled by controlling the injection time by opening the injector 26.

FIG. 3 is a block diagram of the drive operation system for the throttle and gear shift of one of the two outboard motors. The outboard motor main body 38 is mounted on the tilt shaft 3 with respect to the hull 36 via a bracket 37a and a clamp bracket 37b.
The trim angle θ can be changed around 05. 30
6 is a variable trim angle actuator, and 39 is a trim angle sensor. The trim angle θ indicates how much the direction of the central axis of the propeller 10 is inclined from the ship bottom. When the trim angle is 0 °, that is, when the central axis of the propeller 10 is parallel to the bottom of the outboard motor, the outboard motor is generally formed so that the front edge of the outboard motor body 38 is aligned with the vertical line. The relative angle θ with respect to the line may be called a trim angle.

A shift lever 50 having a cam 51 at its end
Is connected to the link bar 53 in the cowling via a pivot piece 52. The cam 51 is for shifting a clutch connecting the engine and the propeller shaft. A pin 55 is provided so as to project from the end of the link bar 53. The pin 55 is slidably mounted as shown by an arrow A in the long hole guide 54 fixed in the cowling.

On the other hand, a remote control box 56 for gear shift and throttle operation is provided inside each outboard motor 406-.
Two are provided for 1,406-2. This remote control box 56 is provided with the shift cable 5 for the outboard motor body 38.
7, throttle cable 58 and electric signal cable 5
It can be connected via three cables of 9. The shift cable 57 is connected to the pin 55 of the above-mentioned link bar 53 in the cowling. The remote control box 56 is provided with an operation lever 60, which is operated to move forward or backward from the neutral position (N) to slide the pin 55 in the elongated hole ring 54 via the shift cable 57. As a result, the link bar 53 moves in parallel, and the pivot piece 52 at the base portion thereof is rotated as shown by arrow B. As a result, the shift lever 50 rotates about its axis, and the cam 51 rotates to connect the crankshaft and the forward gear or the reverse gear via the dog clutch. The operating lever 60 is further moved in the F direction (during forward travel) or the R direction (during reverse travel) from the forward or backward shift operation completion position, that is, the throttle valve fully closed position, so that the inside of the outboard motor 38 is passed through the throttle cable 58. The engine throttle valve operates in the fully open direction. The shift cable 57 is provided with a shift cut switch (not shown). This is because when the dog clutch is disengaged from the gear during high-load operation, the meshing surface pressure between the clutch and the gear becomes very large, so that the cable is heavily loaded. The shift cut switch is for detecting an excessive clutch engagement pressure by detecting the elastic deformation amount of the cable due to this load, and lowering the engine rotation to facilitate clutch switching. Such a shift cut switch may be provided inside the cowling or inside the remote control box.

The remote control box 56 is further provided with a falling water detection switch (not shown). This water drop detection switch is, for example, connected to a wire tied to the body of an occupant, and when the occupant drops water, the switch is operated to stop the engine and immediately stop the ship. The remote control box 56 is also provided with an independent engine stop operation switch (not shown).

FIG. 4 shows the details of the drive control system including the detection means for detecting various operating states of the outboard motor including the engine and the means for driving the fuel injection and the ignition. This example represents one control system of an outboard motor equipped with two 6-cylinder engines for ships.

Six cylinder detecting means # 1 to # 6 are arranged around the crankshaft and generate a trigger signal for executing an event interrupt (TDC interrupt) for each cylinder executed in the main routine. This is configured so that, for example, a signal is emitted at the moment when the piston of each cylinder is located at the top dead center or before this by a predetermined angle (crank angle). Therefore, in this embodiment, 60 times during one rotation of the crankshaft.
One cylinder detection signal (TDC signal) for each cylinder #
The data are sequentially sent to the arithmetic processing unit from 1 to # 6. In this event interruption flow, ignition and fuel injection are performed based on the control calculation result for each cylinder determined during the main routine.

The crank angle detecting means emits an angle pulse which serves as a base for ignition timing control, and emits a pulse signal corresponding to the number of teeth of the ring gear engaged with the crankshaft. For example, 4 in 1 rotation corresponding to 112 gear teeth
If it is configured to emit 48 pulses, the crankshaft rotates 0.8 degrees for each pulse.

The throttle opening detecting means 15 issues an analog voltage signal according to the opening of the throttle valve 25 provided in the intake manifold 24. The arithmetic processing unit A / D-converts this analog signal and performs arithmetic processing such as map reading.

More specifically, the link of the throttle wire connected to the above-mentioned throttle lever 60 (FIG. 2) is connected to one end of the valve shaft of the throttle valve 25.
A resistance sliding sensor is attached to the opposite end of the valve shaft. The valve shaft rotates according to the opening of the throttle valve, and the resistance value of the sensor changes. This change in resistance value is extracted as a voltage change and used as a detection signal of the throttle opening.

The following trim angle detecting means to intake air temperature detecting means are for correcting the control amount in accordance with the change in the environment with respect to the operating conditions of the engine. The trim angle detection means detects the mounting angle of the outboard motor. The E / G temperature detecting means attaches a temperature sensor to the cylinder block of each cylinder (or a specific reference cylinder) to detect the temperature of that cylinder.
The atmospheric pressure detecting means is provided at an appropriate position in the cowling. The intake air temperature detecting means 32 is provided at an appropriate position on the intake passage. The atmospheric pressure and the intake air temperature directly affect the volume of air, and the arithmetic processing unit performs a correction operation for the control amount such as the air-fuel ratio according to the detected values of the atmospheric pressure and the intake air temperature.

The burnt gas detecting means is a predetermined cylinder, for example, #
It is an oxygen concentration sensor (O2 sensor) provided in one cylinder. Feedback control of the fuel injection amount and the like is performed according to the detected oxygen concentration.

The knock detecting means 34 detects abnormal combustion in each cylinder. When knocking occurs, the ignition is retarded or the fuel is set to the rich side to eliminate knocking. Prevent engine damage.

The oil level detecting means is provided with level sensors in both the sub tank 67 in the cowling and the main tank 63 in the ship.

The thermoswitches provided one each on the left and right banks of the V-shaped bank are composed of fast-responsive sensors such as a bimetal type temperature sensor, and detect an engine temperature rise due to an abnormality in the cooling system, etc. Perform misfire control to prevent it. The above-mentioned engine temperature detecting means is provided in the cylinder block and is used for correcting the control amount of the fuel injection. However, this thermoswitch is required to have a quick response in order to immediately cope with the temperature rise of the engine. .

The shift cut switch is for detecting the tension of the shift cable for switching the clutch and for facilitating the switching of the dog clutch directly connected to the propeller.

The operating state detecting means is for detecting the operating state of the other outboard motor. The means is DES
A detection means is included. The DES detecting means detects the DES which is a signal for notifying when the other engine is in the misfire operation state due to an abnormality in the two-engine operation. That is, when the engine of one outboard motor is performing misfire control due to lack of oil, temperature rise, etc., the engine is one equipped with two outboard motors in parallel at the stern. DES is output from the DES output means, and is for detecting the DES and detecting the misfire operation state. By detecting this DES, the other engine is similarly subjected to misfire control so that the operating states of both engines are the same and the traveling balance is maintained.

The battery voltage detecting means detects the battery voltage and corrects and controls the injection amount based on this voltage because the opening / closing speed of the valve changes and the discharge amount changes due to the change of the drive power supply voltage of the injector. Used for.

The starter switch detecting means is for detecting whether the engine is in the starting operation. If the engine is in the starting state, the fuel is made rich and the control for the starting operation is performed.

The two types of E / G stop switch detection means are an engine stop operation switch and a water drop detection switch. Among them, the water drop detection switch detects the water drop of an occupant and immediately starts the engine. Control to stop. These two types of E / G stop switch detecting means are shown as one E / G stop switch detecting means for convenience in the drawing.

Based on the input signals from the respective detecting means as described above, each control amount is calculated in the arithmetic processing unit, and the fuel injection means # 1 on the output side (right side in FIG. 4) is calculated based on the calculation result. To # 6, ignition means # 1 to # 6, a fuel pump and an oil pump are drive-controlled. It should be noted that the fuel injection means and the ignition means are an injector and an ignition plug, respectively, and are controlled in order independently for each cylinder.

In order to execute the calculation in such an arithmetic processing device, as shown in the figure, the arithmetic processing device has a nonvolatile memory including a ROM storing a control program, a map and the like and each detection signal and the detection signal. A volatile memory such as a RAM for storing temporary data for calculation based on

Next, the ignition timing control and fuel injection control of the outboard motor engine to which the present invention is applied will be described with reference to FIG. FIG. 5 is a block diagram showing a configuration for executing such a control flow. Each block is
It is incorporated as an arithmetic processing circuit in the arithmetic processing device shown in FIG.

The cylinder discriminating means 201 is a cylinder detecting means # 1.
To # 6 (FIG. 4), the cylinder number is determined based on the input signal from each cylinder. The cycle measuring means 1000 measures the time interval of the input signal from each cylinder based on the detection signal from this cylinder detecting means, and multiplies this by 6 to calculate the time (cycle) of one rotation. The engine rotation speed calculation means 203 calculates the reciprocal of this cycle to obtain the rotation speed. The throttle opening reading means 204 reads the opening with an analog voltage signal corresponding to the throttle opening.

The throttle opening signal from the throttle opening reading means 204 is A / D converted, and the rotation speed signal from the E / G rotation speed calculating means 203 and the start information from the starter switch are used as the basic ignition timing calculating means 210. And is sent to the basic fuel injection calculation means 211, and the ignition timing and the fuel injection amount of the reference cylinder # 1 are calculated using the three-dimensional map in each of the normal operation mode and the start mode. The engine speed signal and the throttle opening signal are further sent to the cylinder-by-cylinder ignition timing correction value calculating means 208 and the cylinder-by-cylinder fuel injection amount correction value calculating means 209, and the basic ignition timings for the remaining cylinders # 2 to # 6. And a correction value for the basic injection amount is calculated by map calculation for each cylinder.

On the other hand, trim angle reading means 205, engine temperature reading means 206 and atmospheric pressure reading means 2
Reference numeral 07 denotes a detection signal from each detection means (FIG. 4), which is sent to the ignition timing correction value calculation means 212 and the fuel injection amount correction coefficient calculation means 213, and the correction value and the correction coefficient according to each operating state. To calculate. In this case, regarding the ignition timing correction value, the number of angles of the correction advance angle (or the retard angle) to be added to the value of the basic ignition advance angle is obtained by a map stored in advance for each type of read data. As for the correction coefficient of the fuel injection amount, a value corresponding to the operating state is obtained from the map data stored in advance.

Although not shown in the drawings, the ignition timing correction and the fuel injection amount correction may be performed by further inputting the detection data of the intake air temperature to each of the calculating means 212, 213 to perform the correction based on the intake air temperature. The fuel injection amount correction value / correction coefficient calculation means 213 is normally operated from the start operation mode based on the start start information from the starter SW and the engine speed information or the temperature information from the E / G (engine) temperature detection means. Information on the elapsed time of the timer that starts from the time of shifting to the operation mode is also input. In the fuel injection amount correction value / correction coefficient calculation means 213, a correction coefficient by which the basic injection amount is multiplied and a correction value other than the cylinder-specific correction value,
That is, the post-starting correction value and the transitional correction value corresponding to the passage of time from the time when the starting operation mode is changed to the normal operation mode are calculated.

The calculated outputs of the ignition timing correction value calculation means 212 and the fuel injection amount correction value / correction coefficient calculation means 213 are
It is inputted to the ignition timing correction means 214 and the fuel injection amount correction means 215, respectively, where the correction value is added to the basic ignition timing, the calculated value of the basic fuel injection is multiplied by the correction coefficient, and the post-starting correction value and the transient value are added. The time correction value is added to calculate the ignition timing of the # 1 cylinder and the control amount of the fuel injection.

The ignition timing of the reference cylinder # 1 and the control amount of the fuel injection are input to the cylinder-specific ignition timing correction means 216 and the cylinder-specific fuel injection amount correction means 217, where the corrected ignition timing of the # 1 cylinder is used. And # 2 to # 6 by adding the control correction amount by the cylinder-by-cylinder ignition timing correction amount calculation means 208 and the cylinder-by-cylinder fuel injection amount correction value calculation means 209 to the # 2 and # 6 cylinders.
The ignition timings of the cylinders up to 6 and the control amount of the fuel injection amount are calculated.

On the basis of the ignition timing and the control amount of the fuel injection for the cylinders # 1 to # 6 calculated in this way, the ignition output means 218 determines the value of the angle of the ignition advance angle for each cylinder. Set the calculated control amount with a timer,
The fuel output means 219 sets a crank angle corresponding to the valve opening time with a timer.

FIG. 6 and FIG. 7 are flowcharts of the overall control of the respective engines of the two-engine outboard motor according to the embodiment of the present invention. This flowchart is a flow of a main routine showing a sequence program of the entire control process incorporated in the CPU of the control device (arithmetic processing device) of each engine.

When the main switch is turned on and the power is turned on to start the engine operation, each processing circuit in the control processing device is initialized after a predetermined reset time (step S11).

Next, at step S12, the operating state is judged and the result is held in the memory. Here, ON / OFF information of the main switch, ON / OFF of the starter SW read by using the starter SW detection means of FIG.
Information, and engine speed information calculated from the crank angle pulse train read from the crank angle detection means, a start determination for determining whether or not a starting state, throttle opening information read from the throttle opening detection means, engine speed information, Operating state information that is the operating state information of the other outboard motor that is read by the operating state detection means, or the following overheat, abnormal state information such as oil shortage,
Alternatively, the cylinder deactivation judgment as to whether or not the specific cylinder should be deactivated based on the rapid acceleration / deceleration information calculated from the time change of the throttle opening information, etc., mainly the feedback control of the oxygen concentration based on the throttle opening information and the engine speed information is performed. Whether or not to perform, mainly based on the same two pieces of information, whether or not to control and learn the control data in the case of a specific control condition, based on the engine speed information over-revolution determination of whether there is an excessive rotation, Overheat determination based on the throttle opening information, the engine speed information, and the temperature information by the engine (E / G) temperature detecting means or a thermo SW which is a more specific means, overheat determination, throttle opening information, engine Based on the number of revolutions information and the remaining oil amount information by the oil level detection means, the remaining oil Carry out the amount is less whether the oil empty judgment. In the case of an excessive rotation state, an overheat state and a state where the residual oil amount is small, misfire control is performed as described below. In step S12, further, based on the throttle information, the crank angle information, the O2 sensor information, or the pulsar information from the pulsar coil, which is a kind of crank angle detecting means, it is determined whether or not the information is missing or abnormal. Failure judgment, whether the two outboard motors are in operation with other outboard motors operating based on the operating status information, and whether the other outboard motor is in cylinder deactivation operating status based on the cylinder deactivation signal , And DE
Two-engine operating state determination consisting of three determinations of whether the other outboard motor is in the misfire control state corresponding to the abnormality by S (signal for notifying the misfire control state corresponding to the abnormality), and the throttle opening information described above. It is possible to judge whether the vehicle is in rapid acceleration / deceleration based on the change with time, or whether it is in the shift cut state based on the ON / OFF information of the shift cut SW that operates during the shift operation from the high speed rotation state. Done.

Such a determination is made based on various information such as the detection information from the sensor read in the previous routine and the calculation result.

Next, in step S13, it is determined whether or not the routine work of loop 1 is to be performed. YE
If it is S, the process proceeds to step S14 and the switch information is read. Here, information from the E / G stop switch detecting means, the main switch, the starter switch detecting means, and the thermo SW is read. Then, in step S15, the information from the knock sensor (knock detection means) and the throttle sensor (throttle opening detection means) is read. After the information reading by the loop 1 is completed, the process proceeds to step S16, and it is determined whether or not the routine work of the loop 2 is performed.

The arithmetic processing unit sets the processing flag 1 of the loop 1 to 1 at 4 ms intervals by hardware or software, and sets the processing flag 2 of the loop 2 to 1 at 8 ms intervals.

FIG. 8 shows such loop 1 and loop 2
4 is a flowchart of a timer interrupt for executing the. Such a timer is set in the initialization step S11. While the routines of the loops 1 and 2 are being executed, the flag is set and the timer for the next routine is set.

Returning to FIG. 6, in step S13, the flag 1 is checked, and if it is 1, steps S14 and S15 are executed. Note that the flag 1 is cleared and becomes 0 at the same time when the process proceeds to step S14. When it is confirmed that the flag 1 is 0 in step S13, the process proceeds to step S16, and it is checked whether the flag 2 is 1. If the flag 2 is 1, the process proceeds to step S17 and the flag 2 is cleared to 0 at the same time. If the flag 2 is 0 in step S16, the process returns to step S12.

In step S17, the oil level is detected and the shift cut switch is turned on and off which is activated according to the tension of the shift cable which is large during the shift operation from the high rotation state and which is turned on when the tension is large.
The state is detected, and the two-engine running signal, the cylinder deactivation state signal, and the DES signal are detected. Further, in step S18, atmospheric pressure information, intake air temperature information, trim angle information, engine temperature information, battery voltage information, and oxygen concentration information in exhaust gas are atmospheric pressure detection means, intake air temperature detection means, trim angle detection means, E / G (engine) temperature detecting means, battery voltage detecting means, and O ₂ sensor. The A / F information before combustion is calculated based on the oxygen concentration information in the exhaust gas after the immediately preceding combustion cycle, and is fed back for the next combustion cycle.

Next, in step S19, misfire control is performed. This is because, in the operation state determination in step S12 described above, the engine is in an abnormal state such as over-rotation, overheat at a predetermined throttle opening and engine speed, oil empty, or the other engine is in an abnormal state from the read information. The fuel control is performed so that the misfire of a specific cylinder is performed when the determination result that there is is present. Further, in the cylinder-by-cylinder correction in step S24 described below, misfire fuel control is output to output to the memory that the misfire control state is in order to halve the fuel injection amount of the cylinder in which the misfire occurs. Next, the fuel pump and the oil pump are drive-controlled based on the determination whether the engine is rotating and the information from the oil tank level sensor (step S20). For fuel, it drives the fuel pump when the engine is rotating, stops the fuel pump when the engine is stopped, and for oil, drives the pump when the amount of oil in the oil tank is low. The oil consumption is reduced by either replenishing the oil from the oil tank or reducing the engine speed. When the amount of oil in the oil tank in the hull is small, the warning light is immediately turned on to reduce the engine speed.

Next, in step S21, the cylinder deactivation determination result is determined. This is a determination step for selecting a map for arithmetic processing when it is determined in the above-described operating state determination step S12 that the cylinder deactivation operation is performed in the predetermined low load and low rotation state. If it is not the cylinder deactivation operation, the basic operation map of the normal all cylinder operation is used to perform the basic calculation of the ignition timing and the injection time and the correction calculation for each cylinder (step S22). It is also determined whether or not the engine is in the misfire control state, and when in the misfire control state, the injection time is supplied to the misfire cylinder so as to supply the same amount of fuel as the fuel injection amount to the other ignition cylinders or a fuel reduced by a predetermined ratio. Is set. As a result, the fuel is supplied even in the misfire control from the time when the throttle opening and the engine speed are equal to or higher than a predetermined value, so that the piston and the like can be cooled by the heat of vaporization and damage can be prevented. In the cylinder deactivated operation state, the ignition timing and the injection time are calculated and the correction calculation for each cylinder is performed using the cylinder deactivation map for the cylinder deactivated operation in which a specific cylinder is deactivated (step S24).

Next, in step S23 of FIG. 7, correction values for basic ignition timing and fuel injection are calculated according to operating conditions such as atmospheric pressure and trim angle. Subsequently, in step S25, a correction value associated with the feedback control of the oxygen concentration is calculated. At this time, the learning determination of the calculation information and the activation determination of the O2 sensor are performed. further,
In step S26, a correction value for the control amount is calculated based on the detection signal from the knock sensor to prevent engine seizure and the like.

Next, in step S27, the optimum ignition timing, injection time and injection timing are calculated by multiplying the basic ignition timing and the control amount of the fuel injection by the correction coefficient and further adding the correction value or the correction coefficient. Calculate After that, in step S290, the calculation of the engine pre-stop control is performed. This is a control for stopping the ignition and continuing the fuel injection for a predetermined time in consideration of restart when the engine is determined to be in the stopped state by turning off the main switch or the engine stop switch in step S12. It is a routine. With the above, the routine of the loop 2 is ended, and the process returns to the original operation state determination step S12.

FIG. 9 shows the flow of the TDC interrupt routine. A marker is fixed to the crankshaft, which causes each cylinder detecting means to output a signal notifying that the piston is at the top dead center in each cylinder when sequentially passing near each cylinder detecting means. The TDC interrupt is a routine interrupted by the main routine at any time based on the input of the TDC signal from each cylinder by the cylinder detecting means # 1 to # 6.

First, the number of the cylinder to which the signal is input is determined (step S28). Next, by comparing the cylinder number with the cylinder number of the previous input signal, it is determined whether the engine is rotating normally or reversely with respect to the rotation direction to be operated (step S29). If it is reversed, the engine is immediately stopped (step S33). If the engine is running in the normal direction, for example, the time interval between the cylinders # 1 and # 2 is counted and multiplied by 6 to calculate the cycle of engine rotation (step S30). Subsequently, the reciprocal of this cycle is calculated to calculate the rotation speed (step S31). When this rotation speed is lower than a predetermined rotation speed,
The engine is stopped (steps S32, 33). In addition,
Actually, the fail handling process of the present invention is executed between step S28 and step S31. This will be described in detail with reference to FIG.

Next, at step S34, it is judged if the input TDC interrupt signal is from a specific reference cylinder # 1. If the signal is from the reference cylinder # 1, it is determined whether or not the cylinder deactivation operation is being performed (step S3).
5) If the cylinder deactivation operation is in progress, it is determined whether or not the pattern of cylinders to be deactivated should be changed (step S37),
The pattern is switched (step S38) or the process proceeds to step S39 as it is without switching, and the cylinder deactivation operation information by ignition control is set. When the interrupt signal is not from # 1 (step S34) or when the cylinder deactivation operation is not in progress (step S35), the cylinder deactivation information is left as it is or the cylinder deactivation information is cleared (step S36) and the process proceeds to step S39 to deactivate the cylinder by ignition control. Set the driving information. The ignition pulse of the cylinder to be ignited is set based on this ignition cut-off cylinder information (step S40).

The details of this ignition pulse set are shown in FIG. The ignition timing obtained by the calculation is converted into the crank angle 60 degrees before TDC, that is, how many times it becomes a reference in the V-type 6-cylinder engine, and divided by 0.8 to be rounded to the pulse number. T of the cylinder that becomes TDC 60 degrees before
When the DC signal is input, the data of the rounded pulse number is held in the timer that constitutes the ignition output means 218, and at the same time, the number of pulses that is held each time the pulse from the crank angle detecting means reaches the timer. When the number of held pulses becomes 0, the ignition output means 218
Sparks the spark plug 19.

The present embodiment is intended for a 6-cylinder V-type 2-bank engine, for example, and is an odd-numbered cylinder (# 1,
3, 5) are arranged in the left bank and even-numbered cylinders (# 2,
4 and 6) are arranged in the right bank. A separate timer is provided for each bank in order to control these cylinders for each bank. When setting the number of crank angle pulses corresponding to the ignition timing in these timers, as shown in the figure, first determine whether the cylinder number is an even number or an odd number, and depending on whether it is an even number or an odd number, set the ignition timing data to the corresponding bank. (In the figure, the odd bank is timer 3 and the even bank is timer 4), and the ignition cylinder number is set.

After that, for the deactivated cylinder for which the ignition control is to be misfired, the cylinder for which the fuel injection amount is decreased for the fuel injection control is set as the cylinder deactivation information for the fuel injection control (step S41 in FIG. 9), and the misfire is deactivated for the ignition control. The injection time corresponding to the fuel injection amount reduced from the fuel injection control amount calculated for each cylinder, and the injection time corresponding to the fuel injection control amount calculated for the other cylinders, for each cylinder. The pulse is set (step S42).

When measuring the above-mentioned engine cycle, if there is an input signal (TDC signal) from one cylinder, the TDC interrupt shown in FIG.
The period measurement timer starts counting the number of constant frequency pulses at the time of inputting the TDC signal, and the TD of the next cylinder
When the C signal is input, it is reset and the counting of the next cylinder is started. In this case, when the count value exceeds a predetermined value, an overflow occurs and the count is reset. The timer overflow interrupt is executed at the time when this overflow occurs, that is, when it is detected that the cycle of the crank angle of 60 degrees is the low speed rotation for a predetermined time or longer.

FIG. 11 shows this overflow interrupt. When an overflow occurs, the number of times is first stored and it is determined whether the engine is in the starting operation state. If the operating mode is the starting state, the engine rotation is low due to the overflow, and the operation is continued.
If it is not in the start mode, it is determined whether or not the TDC signal pulse has been missed, that is, the TDC signal pulse has not been transmitted due to some trouble, and whether the overflow is detected by normal signal transmission without pulse omission. If the engine is running at low speed, stop the engine. If there is a missing pulse, it is determined whether or not the overflow detection is the second time, and if it is the second time, the engine is stopped because the rotation speed is too low. As a result, the engine is always stopped when there is an abnormality in the signal transmission system at low speed.

FIG. 12 shows an interrupt routine of the timers 3 and 4 corresponding to each bank for setting the ignition timing of each cylinder. When an engine rotation signal (TDC signal) is input from each cylinder, the timers 3 and 4 are interrupted. First, the cylinder deactivation information indicating whether the engine is in the cylinder deactivation operation for a predetermined low rotation speed or less and the misfire information indicating whether the ignition is misfired by detecting overheat or overrevolution (overspeed) are read. After this, a timer value corresponding to the ignition timing is set in the timer 3 or 4 corresponding to the cylinder number. After that, when the misfire is caused by the cylinder deactivation information or the misfire information, the ignition processing routine is not performed, so that the spark plug is not discharged even at the timing set by the timer, and the phase is delayed by 120 °. The ignition timing of the cylinder is read from the memory, the timing is set in the timer, and the process directly returns to the main flow. When not causing misfire, the number of the cylinder to be ignited is read, and a pulse (HI) is output from the ignition output port of the ignition drive circuit of the cylinder at the timing set by the timer to discharge the spark plug. The ignition time corresponds to the pulse width and is set by a timer, or a loop that requires a predetermined number of times for execution is executed to obtain the required pulse width. After the elapse of this predetermined ignition time, the signal from the ignition output port is changed to LO.
Then, the discharge of the spark plug is completed. Further, if the ignition drive circuit is LOW active, the logic is the reverse of the above.

The above is the mechanical structure of the outboard motor engine to which the present invention is applied, the system structure of the entire control system, and the flow of its operation.

FIG. 13 is a flow chart of signal fail control according to the present invention. This flow is executed in place of step S28 to step S31 of the TDC interrupt routine shown in FIG. 9 described above. First, counting is started by the previous TDC signal (pulsar signal) and this TD
The count value of the crank angle pulse signal whose counting is completed by the C signal is read (step S1701). If the crank angle signal is 360 pulses for one rotation, for example, T
If it is measured for each DC, the count number is 60 pulses.
When the TDC signal goes out once, the count number is almost doubled to 1
It becomes 20 pulses. Therefore, it is determined whether or not this count number is a predetermined judgment value 1 (for example, 80 pulses) or more (step S1702). In the pulsar failure determination step S1703, the pulsar failure flag is set, and when the control is performed in the cylinder deactivation operation mode, the mode is immediately switched to the all cylinder operation mode. Further, the number of the fail cylinder (the cylinder immediately before the TDC signal cylinder of this time) is stored in the memory. By checking the pulsar failure flag, all cylinders are operated without cylinder deactivation in the cylinder deactivation determination step S21 in the main routine (FIG. 6). Further, until the flag is reset, all cylinders are simultaneously injected in synchronization with a specific cylinder as will be described later, and therefore the injection amount calculation for each cylinder by the TDC interruption of other cylinders is not performed. The fail flag is reset by stopping the engine.

On the other hand, if the pulser signal is normal, the flow advances to step S1705 to determine whether or not the crank angle signal has failed. Here, the number of crank angle pulse signals is counted, and if the count value is equal to or smaller than a predetermined value (for example, 40 pulses), it is determined that the crank angle pulse is missing and the crank angle signal is failed (step S1).
706). Also in this case, as in the case of the pulsar failure, the crank angle signal failure flag is set, and when the control is performed in the cylinder deactivation operation mode, the mode is immediately switched to the all-cylinder operation mode. Further, the number of the fail cylinder (the cylinder immediately before the TDC signal cylinder of this time) is stored in the memory. By checking the crank angle signal fail flag, in the cylinder deactivation determination step S21 in the main routine (FIG. 6), the cylinder deactivation is not performed and all cylinders are operated. Further, until the flag is reset, ignition is performed at a timing synchronized with the TDC signal as described later, so that the above-mentioned main routine (steps S22, 24,
The calculation of the basic control amount and the correction amount of the ignition timing in 23) is not performed.

Subsequently, in step S1704, it is determined whether the cylinder order is normal, that is, whether the engine is not rotating in reverse. This compares the cylinder number of the TDC signal of this time with the cylinder number of the previous TDC signal, and determines that normal rotation is performed if the number is increased by 1, and reverse rotation is performed if the number is decreased. If it is reverse rotation, the engine is immediately stopped (step S1707).

Subsequently, in step S1708, it is judged if this TDC signal detects a pulser failure. This is determined based on the information stored in the memory in step S1703 at the time of failure. When the pulsar failure occurs, the engine rotation cycle and the rotation speed are not calculated based on the TDC signal of the cylinder that has detected the pulsar failure. In this case, the engine speed uses the calculation result based on another TDC signal as it is. If it is not a pulsar fail, the engine rotation cycle and the engine speed are calculated as usual (step S1709,
1710).

FIG. 14 is a time chart of simultaneous injection in all cylinders when the pulsar signal fails. This example shows a control example when the pulsar signal of the # 2 cylinder is missing from the engine rotation signals of the pulsar signals # 1 to # 6. If there is no pulse omission in the # 2 cylinder, as shown in the graph when the E / G rotation signal number is normal in the figure, the crank angle signal is counted up using the pulsar signal of each cylinder as a trigger, and the pulsar signal of the next cylinder is used. When the counting is finished, the counting of the next cylinder is started. Since the interval between the pulser signals is a constant interval corresponding to a crank angle of 60 degrees, the count value at the time of inputting each pulser signal is constant. Therefore, in the normal state, the triangular wave graph has a constant shape as shown in the figure.

On the other hand, when the pulsar signal of # 2 is omitted as in the present embodiment, the count number started by the pulsar signal of # 1 does not end in the # 2 cylinder, and is counted by the pulsar signal of # 3. The number is detected. Therefore, as shown in the graph at the time of failure in the figure, at the end of counting # 3, the count number becomes almost twice as large as the normal time and exceeds the preset fail judgment value (judgment value 1 in step S1702 in FIG. 13). . Thus, the # 2 pulser signal failure is detected. That is, the pulsar signal failure of the previous cylinder is detected by the pulsar signal of the next cylinder in which the pulsar signal failure has occurred. When the pulsar signal failure is detected in this way (at the time of inputting the # 3 pulsar signal in this embodiment), as described above, from the ignition timing and the fuel injection control mode for each cylinder by map calculation,
The fixed ignition timing control synchronized with the pulsar signal and the all-cylinder simultaneous injection control mode synchronized with the specific cylinder are switched. As described above, the ignition output starts the timer by using the pulser signal of each cylinder as a trigger, and outputs the ignition pulse of the next cylinder almost in synchronization with the pulser signal of the next cylinder. Therefore, if the # 2 cylinder pulsar signal is omitted as in the present embodiment, the # 3 ignition pulse is not output as shown in the figure. For the other cylinders, the ignition pulse output control method of the cylinder next to the pulser signal by the timer is executed as it is, and the ignition pulse is output.

When the # 2 cylinder pulser signal is omitted, instead of the ignition pulse output of the cylinder next to the pulser signal by the timer for other cylinders, the ignition pulse of that cylinder is output in synchronization with the pulser signal. Is also good.

Regarding fuel injection, simultaneous injection of all cylinders is performed in synchronization with the pulser signal of the cylinder (# 3 cylinder) in which the failure is detected. In the illustrated example, fuel injection of # 1 to # 6 is simultaneously performed for all cylinders at the injection timing of the # 3 cylinder. In this case, the injection amount (injection time) is obtained by map calculation using the engine speed etc. as a parameter.

The timing of the simultaneous injection is not limited to the pulser signal of the fail detection cylinder described above, but may be synchronized with the pulser signal of the cylinder with the next smaller number (# 1 cylinder in this example) other than the fail cylinder, for example. .

FIG. 15 shows a time chart when the crank angle signal fails. In this example, the pulser signal is normal and crank angle signal pulses are counted between each pulser signal. If the crank angle signal pulse is normal, the graph has a constant triangular waveform, as in the graph at the normal time in the figure. In this example, the crank angle signals between the # 6 cylinder and the # 1 cylinder and between the pulser signals between the # 1 cylinder and the # 2 cylinder are partially omitted. Therefore, the count value of the crank angle signal number at the time of the pulsar signal of the # 1 cylinder and the count value of the crank angle signal number at the time of the pulsar signal of the # 2 cylinder are smaller than the normal count value. This count value is a predetermined fail determination value (step S170 in FIG. 13).
If the judgment value of 5 is 2) or less, it is judged that the crank angle signal has failed. In this way, when the failure of the crank angle signal is detected (when the pulser signal of the # 1 cylinder is input), the normal operation mode is switched to the failure mode. That is, if the cylinder deactivation operation is in progress, the cylinder deactivation operation is switched to the all cylinder operation, and the cylinder deactivation operation is not performed regardless of the operation state. Further, from the time of switching to the fail mode, the ignition timing is set to a fixed ignition timing synchronized with the timing of the pulser signal without performing map calculation corresponding to the operating state during normal operation. This is because the crank angle signal is a failure, so that the advance and retard control of the ignition timing based on the crank angle cannot be properly executed.

FIG. 16 is a time chart of ignition timing and fuel injection at the time of failure of the pulsar signal in the electronically controlled internal combustion engine when the present invention is not applied, in order to make the effects of the present invention easy to understand. This example shows a case where the pulser signal of the # 4 cylinder of the 6-cylinder engine is missing. As shown in the figure, the pulse omission a occurs in the # 4 cylinder signal in the engine rotation signal which is the pulser signal sequentially input from # 1 to # 6. Therefore, the crank angle signal counter started with the # 3 pulsar signal does not end with the # 4 pulsar signal and continues counting until the next # 5 pulsar signal. As a result, the failure is detected by the # 5 pulsar signal. At this time, since the pulser signal of # 4 is a failure, the ignition of # 5 cannot be performed, and the pulse omission b occurs in the ignition output of # 5. Further, the fuel injection started by the pulser signal of # 4 is not executed due to the pulse omission a,
The original # 4 fuel injection c is not performed. As a result, the cylinders # 4 and # 5 are misfiring.

On the other hand, in the present invention, as shown in FIG. 14, since the simultaneous injection is performed in all cylinders from the time when the pulsar signal failure is detected, fuel is also injected into # 4 cylinder and combustion is continued. Therefore, if the # 4 pulsar signal fails, the only cylinder that will misfire is # 5 in which the ignition pulse omission occurs.

[0090]

As described above, the present invention is effective regardless of the type of engine, and when an abnormality in the pulsar signal or the crank angle signal is detected, the present invention can be performed in the all-cylinder operation mode regardless of the operating condition. Since the ignition timing and fuel injection are controlled, it is possible to prevent abnormal output reduction and engine stall due to an increase in misfiring cylinders. In addition, if all cylinders are simultaneously injected during the pulsar failure, fuel is also injected into the fail cylinders, so that misfire is prevented and engine stall can be prevented. Also, if the ignition pulse is output at a fixed timing of the pulser signal when the crank angle signal fails, a reliable ignition output can be obtained when the signal fails, and reliable combustion is achieved to prevent the risk of engine stall. You can

[Brief description of drawings]

FIG. 1 is an external view of a two-engine outboard motor to which the present invention is applied.

FIG. 2 is a configuration diagram including a fuel system of the outboard motor of the present invention.

FIG. 3 is a structural explanatory view of a throttle lever of an outboard motor to which the present invention is applied.

FIG. 4 is a structural explanatory diagram of a drive control system of a two-engine outboard motor.

5 is a control block diagram of the control system of FIG.

FIG. 6 is a flowchart of a main routine in a control sequence of an internal combustion engine to which the present invention is applied.

FIG. 7 is a continuation of the flowchart of FIG.

8 is a flowchart of a timer interrupt routine in the flowchart of FIG.

9 is a flowchart of a TDC interrupt routine in the flowchart of FIG.

FIG. 10 is a flowchart of an ignition pulse setting routine.

FIG. 11 is a flowchart of a timer overflow interrupt routine.

FIG. 12 is a flowchart of a timer interrupt routine for each bank.

FIG. 13 is a flowchart of a control at the time of failure according to the embodiment of the present invention.

FIG. 14 is a time chart when a pulsar signal fails in an example of the present invention.

FIG. 15 is a time chart when the crank angle signal fails according to the embodiment of the present invention.

FIG. 16 is an explanatory diagram of ignition timing and fuel injection when a pulsar signal fails.

[Explanation of symbols]

201: cylinder discriminating means, 203: engine speed calculating means, 205: trim angle reading means, 210: basic ignition timing calculating means, 211: basic fuel injection amount calculating means, 2
14: Ignition timing correction means, 215: Fuel injection amount correction means, 218: Ignition output means, 219: Fuel output means.

Claims (6)

[Claims] 1. The ignition timing and fuel injection are controlled based on a pulsar signal corresponding to each cylinder and a crank angle signal corresponding to a crank angle, so that combustion of some cylinders is performed in a predetermined operating state. In an electronically controlled multi-cylinder internal combustion engine having a cylinder deactivation operation mode to stop and an all-cylinder operation mode to burn all cylinders, when an abnormality of the pulsar signal or crank angle signal is detected, all A signal failure control method for an electronically controlled internal combustion engine, comprising controlling ignition timing and fuel injection in a cylinder operation mode. 2. The number of crank angle signals between pulsar signals is counted, and when the counted number is larger than a predetermined number, the pulsar signal fails.
6. A control method for a signal failure of an electronically controlled internal combustion engine according to. 3. The electronically controlled internal combustion engine according to claim 1, wherein the number of crank angle signals between the pulser signals is counted, and when the counted number is smaller than a predetermined number, the crank angle signal fails. Control method when signal fails. 4. When the pulsar signal failure is detected, all cylinders simultaneous injection is performed based on the pulsar signal of a specific cylinder other than the fail cylinder until the pulsar signal failure is reset. 6. A control method for a signal failure of an electronically controlled internal combustion engine according to. 5. The signal of the electronically controlled internal combustion engine according to claim 1, wherein when a crank angle signal failure is detected, the ignition timing is synchronized with the pulser signal until the crank angle signal failure is reset. Control method when fail. 6. A cylinder detecting means for emitting a pulser signal corresponding to each cylinder, a crank angle detecting means for emitting a crank angle signal corresponding to a crank angle, various operating state detecting means, and the pulser signal according to an operating state. And a processing unit for controlling the ignition timing and the fuel injection according to a predetermined program based on the crank angle signal, and the program is a cylinder deactivation for stopping the combustion of some cylinders in a predetermined operating state. In an electronically controlled multi-cylinder internal combustion engine having an operation mode and an all-cylinder operation mode in which all cylinders are burned, the arithmetic processing unit is irrelevant to the operation state when an abnormality of the pulsar signal or the crank angle signal is detected. Control of ignition timing and fuel injection in all-cylinder operation mode without electronic control apparatus.