JP2007107457A - Engine stroke discriminating device - Google Patents

Engine stroke discriminating device Download PDF

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JP2007107457A
JP2007107457A JP2005299363A JP2005299363A JP2007107457A JP 2007107457 A JP2007107457 A JP 2007107457A JP 2005299363 A JP2005299363 A JP 2005299363A JP 2005299363 A JP2005299363 A JP 2005299363A JP 2007107457 A JP2007107457 A JP 2007107457A
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intake
engine
intake pressure
pipe
pressure sensor
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Hironori Sato
浩紀 佐藤
Kenichi Sakai
賢一 坂井
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Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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Priority to JP2005299363A priority Critical patent/JP2007107457A/en
Priority to EP20060021444 priority patent/EP1775452A2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0092—Synchronisation of the cylinders at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F02D2200/704—Estimation of atmospheric pressure

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine stroke discriminating device making a cylinder head small, reducing costs and exactly discriminating a stroke of each cylinder for a long period of time. <P>SOLUTION: The engine stroke discriminating device comprises a first intake pressure sensor 7, which communicates with intake pipes 3a, 3b, 3c, 3d of respective cylinders through a first communication pipe 5 in the four-cylinder four-cycle engine 25 and detects a joined total intake pressure, a second intake pressure sensor 11, which communicates with the intake pipe 3a of the specific cylinder of the engine 25 through a second communication pipe 9 and detects a single intake pressure, and a crank angle sensor 15 for detecting a phase (crank angle position) of a crankshaft 13 of the engine 25, and discriminates the stroke from the intake pressure detected by the second intake pressure sensor 11 and the phase of the crankshaft 13 detected by the crank angle sensor 15. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、燃料噴射式の多気筒の４サイクルエンジンにおいて、燃料噴射装置（インジェクタ）による燃料噴射タイミングを決定するために、各気筒の動作行程の判別を行うエンジンの行程判別装置に関する。   The present invention relates to an engine stroke discriminating apparatus for discriminating an operation stroke of each cylinder in order to determine a fuel injection timing by a fuel injector (injector) in a fuel injection type multi-cylinder four-cycle engine.

燃料噴射装置により各気筒に個別に燃料供給を行う燃料噴射式の多気筒の４サイクルエンジン（以下、燃料噴射式多気筒エンジンと略記する）においては、各気筒の燃料噴射タイミングを適正化するために、各気筒が、吸気行程、圧縮行程、爆発行程、排気行程の４行程の何れにあるのかを判別する必要がある。
そこで、各気筒の行程がいずれの行程にあるかを判別する行程判別装置として、一般には、エンジンのクランク軸の位相（クランク角度位置）を検出するクランク角センサと、カム軸の位相（角度位置）を検出するカム角センサとを具備して、クランク軸の位相とカム軸の位相との相互関係から各気筒の行程状態を判別する構成のものが、種々用いられている（例えば、特許文献１参照）。 In a fuel injection type multi-cylinder four-cycle engine (hereinafter abbreviated as a fuel injection type multi-cylinder engine) in which fuel is individually supplied to each cylinder by a fuel injection device, the fuel injection timing of each cylinder is optimized. In addition, it is necessary to determine whether each cylinder is in four strokes of an intake stroke, a compression stroke, an explosion stroke, and an exhaust stroke.
Therefore, as a stroke discriminating device for discriminating which stroke of each cylinder is in, generally, a crank angle sensor for detecting the phase of the engine crankshaft (crank angle position) and the phase of the camshaft (angular position). And a cam angle sensor for detecting the stroke state of each cylinder based on the correlation between the crankshaft phase and the camshaft phase (see, for example, Patent Documents). 1).

また、燃料の噴射量を適正量に制御するために、エンジンの負荷検出を行う必要がある。そこで、上記行程判別装置には、エンジンの各気筒のスロットル・ボディにおけるスロットル弁の下流部に連通する連通管に吸気圧センサを接続すると共に、大気圧を検出する大気圧センサを装備し、前記連通路から各気筒の平均圧力をサンプリングし、サンプリングした各気筒の平均圧力と大気圧とからエンジンの負荷を推定する構成を備えたものが提案されている（例えば、特許文献２参照）。   Further, in order to control the fuel injection amount to an appropriate amount, it is necessary to detect engine load. Therefore, the stroke determination device is equipped with an intake pressure sensor connected to a communication pipe communicating with the downstream portion of the throttle valve in the throttle body of each cylinder of the engine, and equipped with an atmospheric pressure sensor for detecting atmospheric pressure, There has been proposed one that samples the average pressure of each cylinder from the communication path and estimates the engine load from the sampled average pressure and atmospheric pressure of each cylinder (see, for example, Patent Document 2).

特許第３２４４７１５号公報Japanese Patent No. 3244715 特許平１０−２２７２５２公報Japanese Patent No. 10-227252

ところが、カム軸に行程判別用のカム角センサを設ける構成は、センサの取付けスペースを確保するためにシリンダヘッドの大型化やコストアップを招く。シリンダヘッドの大型化は、高さ寸法に制約がある二輪車では、特に問題になる。
さらに、高温の悪環境下となるカム軸付近へカム角センサを設けることに起因し、センサの耐久性の低下や、信頼度の低下を招く可能性があった。 However, the configuration in which the cam angle sensor for stroke determination is provided on the camshaft causes an increase in the size and cost of the cylinder head in order to secure a mounting space for the sensor. Increasing the size of the cylinder head is particularly problematic for two-wheeled vehicles that are restricted in height.
Furthermore, due to the cam angle sensor provided near the camshaft that is in a high temperature adverse environment, there is a possibility that the durability of the sensor is lowered and the reliability is lowered.

さらに、新規にエンジンを設計開発する場合は、カム軸の位相を検出するカム角センサの装備を配慮することもそれほど困難ではないが、既存エンジンを燃料噴射式にする際には、角度センサを取り付ける為に多数の変更が必要となり、コストアップを招くという問題も生じた。   Furthermore, when designing and developing a new engine, it is not so difficult to consider the equipment of a cam angle sensor that detects the phase of the camshaft. Many changes were necessary to install it, resulting in a problem of increasing costs.

そこで、本発明の目的は上記課題を解消することに係り、シリンダヘッドの小型化やコスト低減を図ると共に、各気筒の行程を長期に渡って正確に判別することができるエンジンの行程判別装置を提供することである。   SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above problems, and to reduce the size of the cylinder head and reduce the cost, and to provide an engine stroke determination device capable of accurately determining the stroke of each cylinder over a long period of time. Is to provide.

本発明の上記目的は、多気筒の４サイクルエンジンにおける各気筒の吸気管にそれぞれ連通され、合流した合成吸気圧力を検出する第１の吸気圧センサと、
前記エンジンの特定気筒の吸気管に連通され、単独の吸気圧力を検出する第２の吸気圧センサと、
前記エンジンのクランク軸の位相を検出するクランク角センサと、
を備え、
前記第２の吸気圧センサが検出した吸気圧力と前記クランク角センサが検出したクランク軸の位相とにより、行程判別を行うことを特徴とするエンジンの行程判別装置により達成される。 The above-described object of the present invention is to provide a first intake pressure sensor for detecting a combined intake pressure that is communicated with an intake pipe of each cylinder in a multi-cylinder four-cycle engine.
A second intake pressure sensor that communicates with an intake pipe of a specific cylinder of the engine and detects a single intake pressure;
A crank angle sensor for detecting a phase of a crankshaft of the engine;
With
This is achieved by an engine stroke discrimination device that performs stroke discrimination based on the intake pressure detected by the second intake pressure sensor and the phase of the crankshaft detected by the crank angle sensor.

なお、上記構成のエンジンの行程判別装置において、一端が前記各気筒の吸気管にそれぞれ連通され、他端が合流して前記第１の吸気圧センサに接続される第１の連通管の管路長は、一端が前記特定気筒の吸気管に連通され、他端が前記第２の吸気圧センサに接続される第２の連通管の管路長以上とされることが望ましい。   Note that in the engine stroke determination device having the above-described configuration, a pipe line of a first communication pipe having one end connected to the intake pipe of each cylinder and the other end joined to be connected to the first intake pressure sensor. It is desirable that the length is equal to or longer than the pipe length of the second communication pipe whose one end is connected to the intake pipe of the specific cylinder and the other end is connected to the second intake pressure sensor.

また、上記構成のエンジンの行程判別装置において、前記第１及び第２の吸気圧センサが、対応する前記吸気管に対して、燃料噴射装置と同じ側に取り付けられることが望ましい。   In the engine stroke determination device having the above-described configuration, it is preferable that the first and second intake pressure sensors are attached to the corresponding intake pipe on the same side as the fuel injection device.

また、上記構成のエンジンの行程判別装置において、前記第１及び第２の吸気圧センサが、前記燃料噴射装置に燃料を供給する燃料供給管に取り付けられることが望ましい。   In the engine stroke determination device having the above-described configuration, it is preferable that the first and second intake pressure sensors are attached to a fuel supply pipe that supplies fuel to the fuel injection device.

また、上記構成のエンジンの行程判別装置において、前記第２の吸気圧センサが、前記エンジンの同調を取る為に設けられた同調取出し部を介して、前記特定気筒の吸気管に連通されることが望ましい。   In the engine stroke determination device having the above-described configuration, the second intake pressure sensor communicates with the intake pipe of the specific cylinder through a tuning extraction portion provided to synchronize the engine. Is desirable.

また、上記構成のエンジンの行程判別装置において、前記第２の吸気圧センサが、前記エンジンの端に位置する前記同調取出し部を介して、前記特定気筒の吸気管に連通されることが望ましい。   In the engine stroke determination device having the above-described configuration, it is preferable that the second intake pressure sensor communicates with an intake pipe of the specific cylinder via the synchronous extraction portion located at an end of the engine.

また、上記構成のエンジンの行程判別装置において、前記第２の吸気圧センサが、前記同調取出し部とは別に設けられた圧力取り出し部を介して、前記特定気筒の吸気管に連通されることが望ましい。   In the engine stroke determination device having the above-described configuration, the second intake pressure sensor may be communicated with an intake pipe of the specific cylinder via a pressure extraction unit provided separately from the synchronous extraction unit. desirable.

本発明に係るエンジンの行程判別装置によれば、第２の吸気圧センサが検出する特定気筒における単独の吸気圧力は、クランク軸が２回転（即ち、７２０°の回転）する間に実施される吸気、圧縮、爆発、排気の４行程を一周期として、各行程毎に明らかな差異を持つ変動を示す。そこで、この第２の吸気圧センサが検出した吸気圧力と、クランク角センサが検出したクランク軸の位相とから、各気筒の燃料噴射タイミングを適正化するために必要な行程判別と、エンジンの負荷検出の際に必要な大気圧推定とが可能になる。   According to the engine stroke determination device of the present invention, the single intake pressure in the specific cylinder detected by the second intake pressure sensor is performed while the crankshaft rotates twice (that is, 720 °). The four strokes of intake, compression, explosion, and exhaust are taken as one cycle, and fluctuations with clear differences are shown for each stroke. Therefore, the stroke determination necessary for optimizing the fuel injection timing of each cylinder from the intake pressure detected by the second intake pressure sensor and the phase of the crankshaft detected by the crank angle sensor, and the engine load Atmospheric pressure necessary for detection can be estimated.

即ち、行程判別用としてカム軸にカム角センサを装備する必要が無くなり、また、大気圧検出用に専用の大気圧センサを装備する必要もなくなる。
従って、カム軸の位相を検出するカム角センサを廃止して、シリンダヘッドの小型化やコスト低減を図ることができる。また、カム角センサを高温の悪環境下に配置することに起因したセンサの耐久性の低下や信頼度の低下を回避して、各気筒の行程を長期に渡って正確に判別できるようになる。さらに、大気圧を検出する大気圧センサの省略によって、更なるコストの低減、コンパクト化を図ることができる。 That is, it is not necessary to equip the cam shaft with a cam angle sensor for stroke determination, and it is not necessary to equip a dedicated atmospheric pressure sensor for detecting atmospheric pressure.
Therefore, the cam angle sensor that detects the phase of the cam shaft can be eliminated, and the size and cost of the cylinder head can be reduced. In addition, it is possible to accurately determine the stroke of each cylinder over a long period of time by avoiding a decrease in the durability and reliability of the sensor due to the cam angle sensor being arranged in a high temperature adverse environment. . Further, by omitting the atmospheric pressure sensor for detecting the atmospheric pressure, further cost reduction and downsizing can be achieved.

以下、添付図面に基づいて本発明の一実施形態に係るエンジンの行程判別装置を詳細に説明する。
図１は本発明の一実施形態に係るエンジンの行程判別装置の概略構成を示すブロック図、図２は図１に示した第１の吸気圧センサ及び第２の吸気圧センサが検出する吸気圧力の特性図である。 Hereinafter, an engine stroke determination device according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a block diagram showing a schematic configuration of an engine stroke determination device according to an embodiment of the present invention. FIG. 2 is an intake pressure detected by a first intake pressure sensor and a second intake pressure sensor shown in FIG. FIG.

本実施形態に係るエンジンの行程判別装置１は、図１に示すように、４気筒の４サイクルエンジン２５における各気筒の吸気管３ａ，３ｂ，３ｃ，３ｄにそれぞれ第１の連通管５を介して連通され、合流した合成吸気圧力を検出する第１の吸気圧センサ７と、前記エンジン２５の特定気筒（第１気筒）の第１の吸気管３ａに第２の連通管９を介して連通され、単独の吸気圧力を検出する第２の吸気圧センサ１１と、前記エンジン２５のクランク軸１３の位相（クランク角度位置）を検出するクランク角センサ１５と、これらの各センサ７，１１，１５の検出信号に基づいてエンジン２５の各気筒の行程判別と大気圧推定を行う制御回路１７と、から構成されている。   As shown in FIG. 1, the engine stroke determination device 1 according to the present embodiment is connected to intake cylinders 3 a, 3 b, 3 c, and 3 d of each cylinder in a four-cylinder four-cycle engine 25 via a first communication pipe 5. The first intake pressure sensor 7 that detects the combined intake pressure that is joined and communicated, and the first intake pipe 3a of the specific cylinder (first cylinder) of the engine 25 via the second communication pipe 9 The second intake pressure sensor 11 that detects a single intake pressure, the crank angle sensor 15 that detects the phase (crank angle position) of the crankshaft 13 of the engine 25, and the sensors 7, 11, 15 And a control circuit 17 for determining the stroke of each cylinder of the engine 25 and estimating the atmospheric pressure based on the detected signal.

本実施形態の場合、第１の連通管５及び第２の連通管９が接続される吸気管３ａ，３ｂ，３ｃ，３ｄは、運転者のスロットル操作に応じて吸気流路を開閉するスロットルバルブ２１が装備されたスロットル・ボディである。
そして、各吸気管３ａ，３ｂ，３ｃ，３ｄ内のスロットルバルブ２１よりも下流の管壁の上側（上部壁側）に、これら吸気管３ａ，３ｂ，３ｃ，３ｄ内に燃料をそれぞれ噴射するインジェクタ（燃料噴射装置）２３が装備されている。 In the case of the present embodiment, the intake pipes 3a, 3b, 3c, 3d to which the first communication pipe 5 and the second communication pipe 9 are connected are throttle valves that open and close the intake flow path according to the driver's throttle operation. This is a throttle body equipped with 21.
An injector that injects fuel into the intake pipes 3a, 3b, 3c, and 3d on the upper side (upper wall side) of the pipe wall downstream of the throttle valve 21 in each of the intake pipes 3a, 3b, 3c, and 3d. A (fuel injection device) 23 is provided.

本実施形態における第１の連通管５は、一端が各吸気管３ａ，３ｂ，３ｃ，３ｄに接続された４本の分岐管５ａ，５ｂ，５ｃ，５ｄと、これらの分岐管５ａ，５ｂ，５ｃ，５ｄの他端を相互に連通させる集合部５ｅと、集合部５ｅから延出して先端に第１の吸気圧センサ７が接続されるセンサ接続管５ｆとから構成されており、第１の吸気圧センサ７を４本の吸気管３ａ，３ｂ，３ｃ，３ｄに連通させている。
この第１の連通管５の分岐管５ａ，５ｂ，５ｃ，５ｄに導入される各吸気管３ａ，３ｂ，３ｃ，３ｄ毎の吸気圧力は、集合部５ｅで合成された合成吸気圧力として、第１の吸気圧センサ７に検出される。 The first communication pipe 5 in the present embodiment has four branch pipes 5a, 5b, 5c, 5d, one end of which is connected to each intake pipe 3a, 3b, 3c, 3d, and these branch pipes 5a, 5b, 5c, 5d is composed of a collecting portion 5e that communicates with the other end, and a sensor connection pipe 5f that extends from the collecting portion 5e and is connected to the first intake pressure sensor 7 at the tip. The intake pressure sensor 7 is communicated with the four intake pipes 3a, 3b, 3c, 3d.
The intake pressure of each intake pipe 3a, 3b, 3c, 3d introduced into the branch pipes 5a, 5b, 5c, 5d of the first communication pipe 5 is the combined intake pressure synthesized at the collecting portion 5e. 1 is detected by one intake pressure sensor 7.

第２の連通管９は、一端が第１の吸気管３ａに接続されると共に、他端が第２の吸気圧センサ１１に接続された１本の独立した管体である。従って、第２の吸気圧センサ１１は、第１の吸気管３ａにおける単独の吸気圧力を検出する。
そして、上述の第１の連通管５及び第２の連通管９と各吸気管３ａ，３ｂ，３ｃ，３ｄとの接続部は、いずれもインジェクタ２３と同じ側（即ち、管壁の上側）に設定されている。 The second communication pipe 9 is an independent pipe body having one end connected to the first intake pipe 3 a and the other end connected to the second intake pressure sensor 11. Accordingly, the second intake pressure sensor 11 detects a single intake pressure in the first intake pipe 3a.
And the connection part of the above-mentioned 1st communication pipe 5 and the 2nd communication pipe 9, and each intake pipe 3a, 3b, 3c, 3d is all on the same side as the injector 23 (namely, upper side of a pipe wall). Is set.

また、本実施形態の場合、一端がエンジンの各気筒の吸気管３ａ，３ｂ，３ｃ，３ｄにそれぞれ連通され、他端が合流して第１の吸気圧センサ７に接続される第１の連通管５の管路長は、最短部でも第２の連通管９の管路長以上となるように設定されている。
図示例の場合は、並列の４本の吸気管３ａ，３ｂ，３ｃ，３ｄの中央位置（直列４気筒エンジン２５のクランク軸方向の中央）に第１の吸気圧センサ７が設置されているため、第１の連通管５における管路長の最短部は、第２気筒の吸気管３ｂまたは第３気筒の吸気管３ｃのいずれかと第１の吸気圧センサ７とを連通させる連通経路の長さとなる。 In the case of this embodiment, one end communicates with the intake pipes 3 a, 3 b, 3 c, 3 d of each cylinder of the engine, and the other end joins and is connected to the first intake pressure sensor 7. The pipe length of the pipe 5 is set to be equal to or longer than the pipe length of the second communication pipe 9 even at the shortest portion.
In the illustrated example, the first intake pressure sensor 7 is installed at the center position of the four parallel intake pipes 3a, 3b, 3c, 3d (the center in the crankshaft direction of the in-line four-cylinder engine 25). The shortest part of the pipe length in the first communication pipe 5 is the length of the communication path for communicating either the intake pipe 3b of the second cylinder or the intake pipe 3c of the third cylinder with the first intake pressure sensor 7. Become.

第２の吸気圧センサ１１が検出する単独の吸気圧力は、図２に示した吸気圧特性Ｐ１に示すように、クランク軸１３が２回転（即ち、７２０°の回転）する間に実施される吸気、圧縮、爆発、排気の４行程を一周期として、各行程毎に明らかな差異を持つ変動を示すため、クランク角センサ１５が検出するクランク軸１３の位相と照合させることで、各行程の判別が可能になる。   The single intake pressure detected by the second intake pressure sensor 11 is performed while the crankshaft 13 rotates twice (that is, 720 °) as shown in the intake pressure characteristic P1 shown in FIG. In order to show fluctuations with obvious differences in each stroke, with four strokes of intake, compression, explosion, and exhaust as one cycle, by comparing with the phase of the crankshaft 13 detected by the crank angle sensor 15, Discrimination becomes possible.

また、第２の吸気圧センサ１１が検出する吸気圧特性Ｐ１では、排気工程の終了位置付近（図２の破線で囲った領域Ｓの当たり）が大気圧となり、第２の吸気圧センサ１１の検出値から大気圧推定が可能になる。
第１の吸気圧センサ７の検出する吸気圧力は合成吸気圧力であり、各吸気管３ａ，３ｂ，３ｃ，３ｄの吸気圧力の総和（各気筒の平均圧力）となり、図２の吸気圧特性Ｐ２に示す特性となる。 Further, in the intake pressure characteristic P1 detected by the second intake pressure sensor 11, the vicinity of the exhaust process end position (the area S surrounded by the broken line in FIG. 2) is the atmospheric pressure, and the second intake pressure sensor 11 Atmospheric pressure can be estimated from the detected value.
The intake pressure detected by the first intake pressure sensor 7 is the combined intake pressure, which is the sum of the intake pressures of the intake pipes 3a, 3b, 3c, 3d (average pressure of each cylinder), and the intake pressure characteristic P2 in FIG. The characteristics are as follows.

制御回路１７は、第２の吸気圧センサ１１が検出した前記エンジン２５の特定気筒（第１気筒）における単独の吸気圧力と、クランク軸１３の位相とにより行程判別を行う。
また、制御回路１７は、第１の吸気圧センサ７が検出した前記エンジン２５における各気筒の合成吸気圧力から噴射マップ検索をしたり、第２の吸気圧センサ１１の検出圧力から推定した大気圧と第１の吸気圧センサ７が検出する合成吸気圧力とから、エンジンの負荷を推定したりする。 The control circuit 17 determines the stroke based on the single intake pressure in the specific cylinder (first cylinder) of the engine 25 detected by the second intake pressure sensor 11 and the phase of the crankshaft 13.
In addition, the control circuit 17 searches the injection map from the combined intake pressure of each cylinder in the engine 25 detected by the first intake pressure sensor 7 or the atmospheric pressure estimated from the detected pressure of the second intake pressure sensor 11. And the combined intake pressure detected by the first intake pressure sensor 7, the engine load is estimated.

以上に説明したエンジンの行程判別装置１では、第２の吸気圧センサ１１が検出する吸気圧力は、クランク軸１３が２回転（即ち、７２０°の回転）する間に実施される吸気、圧縮、爆発、排気の４行程を一周期として、各行程毎に明かな差異を持つ変動を示すため、第２の吸気圧センサ１１が検出した吸気圧力とクランク角センサ１５が検出したクランク軸１３の位相とから、各気筒毎の燃料噴射タイミングを適正化するために必要な行程判別と、エンジンの負荷検出の際に必要な大気圧推定が可能になる。   In the engine stroke discriminating device 1 described above, the intake pressure detected by the second intake pressure sensor 11 is the intake, compression, and compression performed while the crankshaft 13 rotates twice (that is, 720 °). In order to show fluctuations with obvious differences in each stroke, with four cycles of explosion and exhaust as one cycle, the intake pressure detected by the second intake pressure sensor 11 and the phase of the crankshaft 13 detected by the crank angle sensor 15 Therefore, it is possible to determine the stroke required for optimizing the fuel injection timing for each cylinder and to estimate the atmospheric pressure required for detecting the engine load.

即ち、行程判別用としてカム軸にカム角センサを装備する必要が無くなり、また、大気圧検出用に専用の大気圧センサを装備する必要もなくなる。
従って、カム軸の位相を検出するカム角センサを廃止して、シリンダヘッドの小型化やコスト低減を図ることができる。また、カム角センサを高温の悪環境下に配置することに起因したセンサの耐久性の低下や信頼度の低下を回避して、各気筒の行程を長期に渡って正確に判別できるようになる。さらに、大気圧を検出する大気圧センサの省略によって、更なるコストの低減、コンパクト化を図ることができる。 That is, it is not necessary to equip the cam shaft with a cam angle sensor for stroke determination, and it is not necessary to equip a dedicated atmospheric pressure sensor for detecting atmospheric pressure.
Therefore, the cam angle sensor that detects the phase of the cam shaft can be eliminated, and the size and cost of the cylinder head can be reduced. In addition, it is possible to accurately determine the stroke of each cylinder over a long period of time by avoiding a decrease in the durability and reliability of the sensor due to the cam angle sensor being arranged in a high temperature adverse environment. . Further, by omitting the atmospheric pressure sensor for detecting the atmospheric pressure, further cost reduction and downsizing can be achieved.

また、本実施形態に係るエンジンの行程判別装置１では、第２の連通管９よりも第１の連通管５の管路長を長く設定したため、第２の連通管９に弛み（最低部）が生じることがない。そこで、吸気管３ａに導入された燃料が、第２の連通管９に生じた弛みに溜まって、第２の吸気圧センサ１１が正確な吸気圧力を検出できなくなる虞れがない。   Further, in the engine stroke determination device 1 according to the present embodiment, the pipe length of the first communication pipe 5 is set longer than that of the second communication pipe 9, so that the second communication pipe 9 is slack (lowest part). Will not occur. Therefore, there is no possibility that the fuel introduced into the intake pipe 3a accumulates in the slack generated in the second communication pipe 9, and the second intake pressure sensor 11 cannot detect the accurate intake pressure.

即ち、本実施形態における第２の吸気圧センサ１１は、図２に示した第１の吸気管３ａの圧力変化を正確に検出でき、行程判別や大気圧推定に必要な正確な圧力データを制御回路１７に出力できる。また、第２の吸気圧センサ１１は、吸気圧力の変動を検出する為にレスポンスが要求されるので、この点でも第２の連通管９を第１の連通管５よりも短く設定したことが有利になる。   That is, the second intake pressure sensor 11 in the present embodiment can accurately detect the pressure change of the first intake pipe 3a shown in FIG. 2, and controls accurate pressure data necessary for stroke determination and atmospheric pressure estimation. It can be output to the circuit 17. In addition, since the second intake pressure sensor 11 requires a response in order to detect fluctuations in the intake pressure, the second communication pipe 9 is set shorter than the first communication pipe 5 in this respect as well. Become advantageous.

また、前記エンジン２５の各吸気管３ａ，３ｂ，３ｃ，３ｄに連結する各吸気圧センサ７，１１は、燃料がセンサの検出面に滞留しないように、センサの検出面が鉛直下方を向くように取り付ける必要がある。更に、各吸気管３ａ，３ｂ，３ｃ，３ｄとの接続部が吸気管３ａ，３ｂ，３ｃ，３ｄの管壁の下側（下部壁側）であると、連通管にたるみが生じる原因になる。
しかし、本実施形態の場合、各吸気圧センサ７，１１の接続位置は、インジェクタ２３と同じ側である吸気管３ａ，３ｂ，３ｃ，３ｄの管壁の上側（上部壁側）に取り付けられた為、上記の問題を解消できる。 Further, the intake pressure sensors 7 and 11 connected to the intake pipes 3a, 3b, 3c and 3d of the engine 25 are such that the detection surfaces of the sensors face vertically downward so that fuel does not stay on the detection surfaces of the sensors. It is necessary to attach to. Furthermore, if the connection part with each intake pipe 3a, 3b, 3c, 3d is the lower side (lower wall side) of the pipe wall of the intake pipes 3a, 3b, 3c, 3d, it causes slack in the communication pipe. .
However, in the case of the present embodiment, the connection positions of the intake pressure sensors 7 and 11 are attached to the upper side (upper wall side) of the pipe walls of the intake pipes 3a, 3b, 3c, and 3d on the same side as the injector 23. Therefore, the above problem can be solved.

なお、上記実施形態では、第２の吸気圧センサ１１の装備数は１個で、第１の吸気管３ａに連通した。しかし、本発明に係るエンジンの行程判別装置１によれば、第２の吸気圧センサ１１を他の吸気管３ｂ，３ｃ，３ｄのいずれかに連通したり、複数の吸気管３ａ，３ｂ，３ｃ，３ｄに連通したりすることで、エンジン２５の特定気筒における行程を判別するようにしても良い。   In the above embodiment, the number of the second intake pressure sensors 11 is one, and the second intake pressure sensor 11 communicates with the first intake pipe 3a. However, according to the engine stroke determination device 1 of the present invention, the second intake pressure sensor 11 is communicated with any of the other intake pipes 3b, 3c, 3d, or a plurality of intake pipes 3a, 3b, 3c. , 3d or the like, the stroke in a specific cylinder of the engine 25 may be determined.

図３及び図４は、上記した本実施形態に係る行程判別装置１が装着されるエンジン２５を示している。
エンジン２５におけるシリンダヘッド２６の吸気ポート２７に接続された吸気管３ａ，３ｂ，３ｃ，３ｄの上方には、図３及び図４に示すように、各インジェクタ２３に燃料を供給するデリバリーパイプ（燃料供給管）２８が装備されている。 3 and 4 show the engine 25 to which the above-described stroke determination device 1 according to the present embodiment is mounted.
As shown in FIGS. 3 and 4, a delivery pipe (fuel) for supplying fuel to each injector 23 is disposed above the intake pipes 3a, 3b, 3c, 3d connected to the intake port 27 of the cylinder head 26 in the engine 25. Supply pipe) 28 is provided.

デリバリーパイプ２８は、各吸気管３ａ，３ｂ，３ｃ，３ｄの上方に、クランク軸方向と平行に延在するように水平に配設されており、吸気管３ａ，３ｂ，３ｃ，３ｄ上のインジェクタ２３にそれぞれ接続されると共に、基端側（図３中左側）が燃料パイプ３０を介して図示しない燃料タンクの燃料供給部に接続されている。   The delivery pipe 28 is horizontally disposed above each intake pipe 3a, 3b, 3c, 3d so as to extend in parallel with the crankshaft direction, and an injector on the intake pipe 3a, 3b, 3c, 3d 23, and a base end side (left side in FIG. 3) is connected to a fuel supply unit of a fuel tank (not shown) via a fuel pipe 30.

このようなエンジン構造の場合、デリバリーパイプ２８には、ある程度の機械的強度を持つ管体が使用されるため、上記第１及び第２の吸気圧センサ７，１１が、取付用ブラケットを介してデリバリーパイプ２８上に取り付けられる構成とした。
そこで、第１及び第２の吸気圧センサ７，１１を取り付けるために、専用の取付け部材を用意する必要がなく、取付けが容易になると共に、部品の増加を防止して、コスト低減を図ることができる。 In the case of such an engine structure, a pipe body having a certain degree of mechanical strength is used for the delivery pipe 28. Therefore, the first and second intake pressure sensors 7, 11 are connected via the mounting bracket. It was configured to be mounted on the delivery pipe 28.
Therefore, it is not necessary to prepare a dedicated mounting member for mounting the first and second intake pressure sensors 7 and 11, and mounting is facilitated, and an increase in the number of parts is prevented, thereby reducing costs. Can do.

また、上記第１及び第２の吸気圧センサ７，１１をデリバリーパイプ２８上に取り付ける構成としたことにより、各吸気圧センサ７，１１の検出面を下向きにして、吸気管３ａ，３ｂ，３ｃ，３ｄの上方に配設した構成とすることができ、燃料が検出面に溜まることを防止する良好な取り付け状態とすることができる。   Further, since the first and second intake pressure sensors 7, 11 are mounted on the delivery pipe 28, the intake pipes 3a, 3b, 3c are arranged with the detection surfaces of the intake pressure sensors 7, 11 facing downward. , 3d, and a good mounting state for preventing fuel from accumulating on the detection surface.

図５は、上記行程判別装置１に係るエンジン２５の各気筒の吸気管における他の例を示したものである。
図５に示した吸気管３３には、エンジンの同調を取る為の同調取出し部３４ａ，３４ｂ，３４ｃが設けられている。この同調取出し部３４ａ，３４ｂ，３４ｃは、圧力取出し部としてのニップル接続部であり、不使用時はプラグ等により栓をされるが、プラグの代わりに接続管をねじ込み接続することができる。 FIG. 5 shows another example of the intake pipe of each cylinder of the engine 25 according to the stroke determination device 1.
The intake pipe 33 shown in FIG. 5 is provided with tuning extraction portions 34a, 34b, and 34c for synchronizing the engine. These synchronized take-out portions 34a, 34b, and 34c are nipple connection portions as pressure take-out portions, which are plugged with a plug or the like when not in use, but can be connected by screwing a connecting pipe instead of a plug.

そこで、上記第２の吸気圧センサ１１が連通する第２の連通管９の一端を、前記同調取出し部３４ａ，３４ｂ，３４ｃの何れかにねじ込み接続することで、第２の吸気圧センサ１１を特定気筒の吸気管３３に連通させた構成とすることができる。
このような構成とすることで、第２の吸気圧センサ１１と特定気筒の吸気管との接続を容易に達成できる。 Therefore, the second intake pressure sensor 11 is connected by screwing one end of the second communication pipe 9 to which the second intake pressure sensor 11 communicates with any one of the synchronous extraction portions 34a, 34b, 34c. It can be set as the structure connected to the intake pipe 33 of the specific cylinder.
With such a configuration, the connection between the second intake pressure sensor 11 and the intake pipe of the specific cylinder can be easily achieved.

なお、上記第２の吸気圧センサ１１は、エンジン２５の端に位置する気筒（第１気筒又は第４気筒）の吸気管に設けた同調取出し部３４ａ，３４ｂ，３４ｃの何れかを介して、特定気筒（第１気筒又は第４気筒）の吸気管に連通されることが望ましい。
即ち、エンジン２５の同調をとる時には、Ｔ字管を同調取出し部３４ａ，３４ｂ，３４ｃの何れかに接続する等の作業が必要となるので、エンジン２５の端に位置する吸気管に設けた同調取り出し部３４ａ，３４ｂ，３４ｃの何れかの方が、作業性が良い。 The second intake pressure sensor 11 is connected to one of the intake ports 34a, 34b, 34c provided in the intake pipe of the cylinder (first cylinder or fourth cylinder) located at the end of the engine 25. It is desirable to communicate with an intake pipe of a specific cylinder (first cylinder or fourth cylinder).
That is, when the engine 25 is tuned, an operation such as connecting the T-shaped tube to any one of the tuning extraction portions 34 a, 34 b, 34 c is required. Therefore, the tuning provided in the intake pipe located at the end of the engine 25 is required. One of the take-out portions 34a, 34b, and 34c has better workability.

また、上記第２の吸気圧センサ１１は、上記同調取出し部３４ａ，３４ｂ，３４ｃの何れかとは別にエンジン２５の特定気筒の吸気管に設けられた圧力取り出し部に、接続するように構成しても良い。
このようにすると、エンジン２５の特定気筒の吸気管に設けた同調取り出し部とは別に圧力取り出し部を設けることにより、エンジン２５の同調をとる時に第２の吸気圧センサ１１に連通する第２の連通管９を着脱する必要がなく、エンジン２５の同調作業等の作業性を向上させることができる。 In addition, the second intake pressure sensor 11 is configured to be connected to a pressure extraction unit provided in an intake pipe of a specific cylinder of the engine 25 separately from any of the synchronous extraction units 34a, 34b, 34c. Also good.
In this way, by providing a pressure take-out portion separately from the tuning take-out portion provided in the intake pipe of the specific cylinder of the engine 25, the second intake pressure sensor 11 communicated with the second intake pressure sensor 11 when the engine 25 is synchronized. It is not necessary to attach or detach the communication pipe 9 and workability such as the synchronization work of the engine 25 can be improved.

尚、本発明の工程判別装置が装備されるエンジンの気筒数は、上記実施形態で示した直列４気筒に限らず、２気筒以上の各種の多気筒エンジンに応用可能であることは云うまでもない。
また、本実施形態の場合、各吸気管３ａ，３ｂ，３ｃ，３ｄのスロットルバルブ２１よりも下流にインジェクタ２３を装備したが、本発明に係るエンジンの行程判別装置はスロットルバルブより上流側にインジェクタを取り付けるものであっても良い。 It should be noted that the number of cylinders of the engine equipped with the process determination device of the present invention is not limited to the in-line four cylinders shown in the above embodiment, and can be applied to various multi-cylinder engines having two or more cylinders. Absent.
Further, in the present embodiment, the injector 23 is provided downstream of the throttle valve 21 of each intake pipe 3a, 3b, 3c, 3d. However, the engine stroke determination device according to the present invention has an injector upstream of the throttle valve. May be attached.

本発明の一実施形態に係るエンジンの行程判別装置の概略構成を示すブロック図である。It is a block diagram showing a schematic structure of an engine stroke discriminating device concerning one embodiment of the present invention. 図１に示した第１の吸気圧センサ及び第２の吸気圧センサが検出する吸気圧力の特性図である。FIG. 3 is a characteristic diagram of intake pressure detected by a first intake pressure sensor and a second intake pressure sensor shown in FIG. 1. 図１に示した行程判別装置が装着されるエンジンの平面図である。It is a top view of the engine with which the stroke discrimination | determination apparatus shown in FIG. 1 is mounted. 図３のＡ方向矢視図である。It is an A direction arrow directional view of FIG. 図４に示したエンジンの各気筒の吸気管における他の例を示す要部斜視図である。FIG. 5 is a perspective view of a main part showing another example of the intake pipe of each cylinder of the engine shown in FIG. 4.

符号の説明Explanation of symbols

１ 行程判別装置
３ａ，３ｂ，３ｃ，３ｄ 吸気管
５ 第１の連通管
７ 第１の吸気圧センサ
９ 第２の連通管
１１ 第２の吸気圧センサ
１３ クランク軸
１５ クランク角センサ
１７ 制御回路
２１ スロットルバルブ
２３ インジェクタ（燃料噴射装置）
２５ エンジン
２７ 吸気ポート
２８ デリバリーパイプ（燃料供給管） 1 stroke discriminating device 3a, 3b, 3c, 3d intake pipe 5 first communication pipe 7 first intake pressure sensor 9 second communication pipe 11 second intake pressure sensor 13 crankshaft 15 crank angle sensor 17 control circuit 21 Throttle valve 23 Injector (fuel injection device)
25 Engine 27 Intake port 28 Delivery pipe (fuel supply pipe)

Claims (7)

多気筒の４サイクルエンジンにおける各気筒の吸気管にそれぞれ連通され、合流した合成吸気圧力を検出する第１の吸気圧センサと、
前記エンジンの特定気筒の吸気管に連通され、単独の吸気圧力を検出する第２の吸気圧センサと、
前記エンジンのクランク軸の位相を検出するクランク角センサと、
を備え、
前記第２の吸気圧センサが検出した吸気圧力と前記クランク角センサが検出したクランク軸の位相とにより、行程判別を行うことを特徴とするエンジンの行程判別装置。 A first intake pressure sensor that communicates with an intake pipe of each cylinder in a multi-cylinder four-cycle engine and detects a combined intake pressure;
A second intake pressure sensor that communicates with an intake pipe of a specific cylinder of the engine and detects a single intake pressure;
A crank angle sensor for detecting a phase of a crankshaft of the engine;
With
An engine stroke discriminating apparatus for performing stroke discrimination based on an intake pressure detected by the second intake pressure sensor and a phase of a crankshaft detected by the crank angle sensor. 一端が前記各気筒の吸気管にそれぞれ連通され、他端が合流して前記第１の吸気圧センサに接続される第１の連通管の管路長は、一端が前記特定気筒の吸気管に連通され、他端が前記第２の吸気圧センサに接続される第２の連通管の管路長以上とされることを特徴とする請求項１に記載のエンジンの行程判別装置。   One end communicates with the intake pipe of each cylinder, and the other end joins the first communication pipe connected to the first intake pressure sensor. One end of the pipe communicates with the intake pipe of the specific cylinder. 2. The engine stroke determination device according to claim 1, wherein the stroke is equal to or longer than a pipe length of a second communication pipe connected to the second intake pressure sensor. 前記第１及び第２の吸気圧センサが、対応する前記吸気管に対して、燃料噴射装置と同じ側に取り付けられることを特徴とする請求項１又は２に記載のエンジンの行程判別装置。   3. The engine stroke determination device according to claim 1, wherein the first and second intake pressure sensors are mounted on the same side as the fuel injection device with respect to the corresponding intake pipe. 4. 前記第１及び第２の吸気圧センサが、前記燃料噴射装置に燃料を供給する燃料供給管に取り付けられることを特徴とする請求項１乃至３のいずれか一項に記載のエンジンの行程判別装置。   4. The engine stroke determination device according to claim 1, wherein the first and second intake pressure sensors are attached to a fuel supply pipe that supplies fuel to the fuel injection device. 5. . 前記第２の吸気圧センサが、前記エンジンの同調を取る為に設けられた同調取出し部を介して、前記特定気筒の吸気管に連通されることを特徴とする請求項１乃至４のいずれか一項に記載のエンジンの行程判別装置。   The second intake pressure sensor is communicated with an intake pipe of the specific cylinder via a tuning extraction portion provided to synchronize the engine. The engine stroke determination device according to one item. 前記第２の吸気圧センサが、前記エンジンの端に位置する前記同調取出し部を介して、前記特定気筒の吸気管に連通されることを特徴とする請求項５に記載のエンジンの行程判別装置。   6. The engine stroke determination device according to claim 5, wherein the second intake pressure sensor communicates with an intake pipe of the specific cylinder via the synchronous extraction portion located at an end of the engine. . 前記第２の吸気圧センサが、前記同調取出し部とは別に設けられた圧力取り出し部を介して、前記特定気筒の吸気管に連通されることを特徴とする請求項１乃至４のいずれか一項に記載のエンジンの行程判別装置。   The second intake pressure sensor is communicated with an intake pipe of the specific cylinder via a pressure extraction unit provided separately from the synchronized extraction unit. The engine stroke determination device according to Item.
JP2005299363A 2005-10-13 2005-10-13 Engine stroke discriminating device Pending JP2007107457A (en)

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CN112814798B (en) * 2021-01-05 2022-11-29 潍柴动力股份有限公司 Engine and control system and control method thereof

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