GB2027906A - Creación de Inventos y Patentes con Inteligencia Artificial

GB2027906A – Detecting revolutions of an internal combustion engine
– Google Patents

GB2027906A – Detecting revolutions of an internal combustion engine
– Google Patents
Detecting revolutions of an internal combustion engine

Download PDF
Info

Publication number
GB2027906A

GB2027906A
GB7926790A
GB7926790A
GB2027906A
GB 2027906 A
GB2027906 A
GB 2027906A
GB 7926790 A
GB7926790 A
GB 7926790A
GB 7926790 A
GB7926790 A
GB 7926790A
GB 2027906 A
GB2027906 A
GB 2027906A
Authority
GB
United Kingdom
Prior art keywords
register
data
pulse
counter
revolutions
Prior art date
1978-08-07
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)

Granted

Application number
GB7926790A
Other versions

GB2027906B
(en

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Hitachi Ltd

Original Assignee
Hitachi Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1978-08-07
Filing date
1979-08-01
Publication date
1980-02-27

1979-08-01
Application filed by Hitachi Ltd
filed
Critical
Hitachi Ltd

1980-02-27
Publication of GB2027906A
publication
Critical
patent/GB2027906A/en

1982-11-10
Application granted
granted
Critical

1982-11-10
Publication of GB2027906B
publication
Critical
patent/GB2027906B/en

Status
Expired
legal-status
Critical
Current

Links

Espacenet

Global Dossier

Discuss

Classifications

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

F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals

G—PHYSICS

G01—MEASURING; TESTING

G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT

G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds

G01P3/42—Devices characterised by the use of electric or magnetic means

G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed

G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage

G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals

G01P3/489—Digital circuits therefor

Description

1 GB2027906A 1
SPECIFICATION
Apparatus for detecting revolutions of an internal combustion engine The present invention relates to an apparatus for the control of an internal combustion engine and more particularly to an apparatus for detecting the revolutions of the engine.
In recent years, much effort has been made to decrease the emission of pollutants from an internal combustion engine. Unfortunately, countermeasures against the emission of exhaust gases have, in many cases, resulted in a reduction in the conversion efficiency of heat energy, released by the combustion of fuel, into mechanical energy, so that larger amounts of fuel are necessary for operation of the vehicle.
In order to attain a high conversion efficiency from heat energy to mechanical energy and simultaneously to have a low emission of pollutants, electronic controls have been developed using a digital processing unit.
In such a digital engine control, the number of revolutions of the engine is an important input datum together with the flow rate of air supplied into a combustion chamber. Thus, the precision of such input data has a great influence on the engine control performance. The number of revolutions of the engine is of the order of several hundreds per minute at low speed during cranking and is about 6,000 per minute at high speeds. The num- ber of revolutions N can be obtained by counting, during a fixed period of time, pulses generated by a crank angle sensor. It is assumed that the crank angle sensor is designed to generate a pulse each time the engine rotates 0.5 degrees of crank angle and that the measurement time width is a fixed value TW, It is also supposed that the number of revolutions to be measured is in the range of 0 to 6400 R.P.M. since revolutions of more than about 6000 R.P.M. generally lie in a region of unsuitable or damaging operation. If the measurement data are indicated as a digital signal of 210 bits, then the time duration TW. (m sec) is given by the following equation.
210 X 0.5 1000 360′ TWo 6400 = X 40..TW. = – = 13.333 m sec 3 X 60 Thus, if P angle pulses are sensed in the time 125 duration of about 13 m sec, the number N of revolutions is given by the following equation.
N = – P (R. P. M.) 4 The resolution of the revolution number input value in this case is 25/4 R.P.M. per digit. Since an error of 1 digit at the maximum can exist in the measured value, the relative error as a percentage of the number N of revolutions is expressed as follows.
c = – X 100 % 4N As a result, as N becomes smaller, the error increases sharply. As is known, the fuel injection time T, is expressed so as to vary in dependence upon the number N of engine revolutions, therefore, it is important for the precision of the engine control to accurately measure the number of engine revolutions.
According to the present invention there is provided an apparatus for detecting the number of revolutions of an internal combustion engine including; a sensor for detecting a rotational angle of the engine, which generates a pulse each time the engine rotates by a fixed crank angle; a central processor unit for performing an arithmetic operation in accordance with a stored program, a memory for storing the program to be executed by said central processor unit; an input/output unit connected with said sensor, said central processor unit and said memory; said input/output unit comprising a first register for storing data representing at least one time width, which are supplied from said central processor unit, a first timer for counting pulses which are produced once in each of a plurality of time periods, a comparator for comparing the stored data of said first register with the count value of said first timer to produce a pulse when the count value becomes equal to or greater than the set value, a first counter for counting the pulses produc- ed by said sensor, said first counter being reset in response to the pulse delivered from said comparator, and a control means for changing the data to be set into said first register in accordance with the preceding count value of said first counter.
Preferably, the apparatus also includes a second register connected to the first counter which receives the count value thereof, and means for transferring the received value of the second register to the central processor unit.
According to one embodiment of the present invention the central processor unit provides first data representing the largest time width, second data representing an intermedi- 2 GB2027906A 2 ate time width, and third data representing the shortest time width; said first register stores either the first data, the second data or the third data; and the central processor unit performs an operation for comparing the data transferred by the means for transferring the recieved value of the second register with a preceding count value of the first counter to produce an output by which the data to be supplied to the first register are selected.
In such an embodiment, it is preferable that a present count value and a preceding count value are respectively compared with predetermined values to detect an overflow of the first counter.
The present invention will now be described in greater detail, by way of example, with reference to the accompanying drawings wherein:
Figure 1 is a diagram showing an engine control system for a fuel-injected, internal combustion engine; Figure 2 shows timing cycles of fuel injec tion and ignition with respect to crank angle; Figure 3 is a block diagram showing a control unit of the engine control system shown in Fig. 1; Figure 4 is a block diagram showing a pulse output unit of the control unit shown in Fig. 3; Figure 5shows a schematic diagram of a microstage pulse generator of the input/output unit of the control unit shown in Fig. 3; Figure 6 is a table showing the relationship between stage pulses and contents of a stage counter; Figure 7 shows waveforms of clock pulse and stage pulse; Figures BA and 88 are schematic diagrams showing first and second register files of the input/output unit shown in Fig. 5; Figure 9 is a block diagram showing a clock generator and an address decoder; Figure 10 shows a schematic diagram of an output register of the input/output unit; Figure 11 is a diagram of a logic circuit for producing a reference signal; Figure 12 shows waveforms of signals appearing at respective points of the logic circuit shown in Fig. 11; Figure 13 is a diagram of a logic circuit for producing an angle signal; Figure 14 shows waveforms of signals appearing at respective points of the logic circuit shown in Fig. 13; Figure 15 is a schematic diagram for explaining the operation of the engine control system; Figure 16 is a schematic diagram showing a logic circuit for producing an increment control signal; Figure 17 is a schematic diagram showing a logic circuit for producing a reset signal; Figure 18 shows a diagram of an output logic circuit; Figures 19, 20, 21, 22, 28 and 29 show waveforms for explaining the operation of the engine control apparatus; Figures 23 and 27 show the relationship between the number of revolutions of the engine and the relative error; Figure 24 shows the relationship between the number of revolutions of the engine and the count value of the counter; and Figures 25 and 26 show flow charts for explaining the operation of detecting the engine revolutions.
An embodiment of the present invention will now be described with reference to Fig. 1 showing a diagram of an electronic engine control apparatus. Air taken in through an air filter 12 has its flow rate measured by an air flow meter 14, from which an output signal QA representing the quantity of flow of the air, is supplied to a control circuit 10. The air flow meter 14 is provided with a temperature sensor 16 for detecting the temperature of the suction air, and an output signal TA representing the temperature of the suction air, is also supplied to the control circuit 10.
Air having passed through the air flow meter 14 passes through a throttle chamber 18, and is sucked from an intake manifold 26 through a suction valve 32 into a combustion chamber 34 of an engine 30. The quantity of air to be sucked into the combustion chamber 34 is controlled by varying the amount of opening of a throttle valve 20 located within the throttle chamber 18 in mechanical con- nection with an accelerator pedal 22. The angular position of the throttle valve 20 is detected by a throttle position detector 24. A signal QTH representing the position of the throttle valve 20, is supplied by the throttle position detector 24 to the control circuit 10.
The throttle chamber 18 is provided with a bypass passage 42 and an idle adjust screw 44 for adjusting the quantity of air to pass through the bypass passage 42. Where the engine 30 is operating in the idling state, the throttle valve 20 is fully closed. The suction air from the air flow meter 14 flows through the bypass passage 42, and is sucked into the combustion chamber 34. Hence, the quantity of suction air in the idling operation state is varied by the adjustment of the idle adjustment screw 44. Since energy to be generated in the combustion chamber 34 is substantially determined by the quantity of air from the bypass passage 42, the engine revolutions in the idling state can be adjusted to an appropriate value by adjusting the idle adjustment screw 44, thus varying the quantity of suction air passing into the engine 30.
The throttle chamber 18 is also provided with another bypass passage 46 and an air regulator 48. The air regulator 48 controls the quantity of air passing through the passage 46 in response to an output signal NI DL from control circuit 10, to control the engine revo- 3 GB 2 027 906A 3 lutions during engine warm-up and the supply of appropriate quantity of air to the engine 30 for a sudden change of the throttle valve 20. If necessary, the flow rate of air during the 5 idling operating can also be varied.
The fuel feed system will now be described. Fuel stored in a fuel tank 50 is drawn into a fuel pump 52, and is fed under pressure to a fuel damper 54. The fuel damper 54 absorbs the pressure pulses of the fuel from the fuel pump 52 so as to feed fuel of a predetermined pressure to a fuel pressure regulator 62 through a fuel filter 56. The fuel from the fuel pressure regulator 62 is fed, under pressure, to a fuel injector 66 through a fuel pipe 60. In response to an output signal INJ from the control circuit 10, the fuel injector 66 is opened to inject the fuel into the engine 30.
The quantity of fuel injected from the fuel injector 66 is determined by the valve opening time of the injector 66 and the difference between the pressure of the fuel fed under pressure to the injector 66 and the pressure of the intake manifold 26 into which the fuel is injected. It is preferable, however, that the quantity of fuel injected from the fuel injector 66 depends only on the valve opening time which is determined by the signal from the control circuit 10. Therefore, the pressure of the fuel fed to the fuel injector 66 is controlled by the fuel pressure regulator 62 so that the difference between the fuel pressure to the fuel injector 66 and the manifold pressure of the intake manifold 26 may be constant at all times. The intake manifold pressure is coupled to the fuel pressure regulator 62 through a pressure conduit 64. When the fuel pressure in the fuel pipe 60 becomes higher than this intake manifold pressure by a certain amount, the fuel pipe 60 and a fuel return pipe 58 are allowed to communicate with each other, and fuel corresponding to the excess pressure is returned to the fuel tank 50 through the fuel return pipe 58. In this way, the difference between the fuel pressure in the fuel pipe 60 and the manifold pressure in the intake manifold 26 is always held constant.
The fuel tank 50 is further provided with a pipe 68 and a canister 70 for absorbing gases formed by the vapourized fuel. During the operation of the engine 30, air is drawn in from an atmospheric air port 71, and the absorbed fuel gas is fed to the intake manifold 26 by a pipe 72 and then to the engine 30. 120 As explained above, fuel is injected from the fuel injector 66, and the suction valve 32 is opened in synchronism with the motion of a piston 74, so that a mixture consisting of the air and the fuel is fed to the combustion 125 chamber 34. The mixture is compressed and is ignited by a spark from a spark plug 36, whereby the combustion energy of the mix ture is converted into kinetic energy for mov ing the piston 74.
The burnt mixture is emitted from an exhaust outlet (not shown) through an exhaust pipe 76, a catalytic converter 82, and a silencer to the atmosphere as exhaust gas.
The exhaust pipe 76 is provided with an exhaust gas recirculation pipe 78, through which part of the exhaust gas is led to the intake manifold 26. Thus, part of the exhaust gas is returned to the suction siide of the engine 30. The quantity of recirculated gas is determined by the amount of opening of a valve of an exhaust gas recirculator 28. The amount that valve opens is controlled by an output signal EGR of the control circuit 10.
Further, the valve position of the exhaust gas recirculator 28 is converted into an electric signal and is supplied to the control circuit 10 as a signal QE.
In the exhaust pipe 76, there is provided a X sensor 80, which detects the mixing ratio of the mixture sucked in the combustion chamber 34. An oxygen sensor is normally used, as the A sensor and it detects the oxygen concentration in the exhaust gas and gener- ates a voltage VX in response to the oxygen concentration. The output VX of the X sensor 80 is supplied to the control circuit 10. The catalytic converter 82 is provided with an exhaust gas temperaure sensor 84, the output signal TE of which, corresponding to the exhaust gas temperature, is supplied to the control circuit 10.
The control circuit 10 is coupled, via an earth terminal 88 and a positive terminal 90, to a power source. Also a signal IGN for controlling the sparking of the spark plug 36 is applied to the primary coil of an ignition coil 40 from the control circuit 10, and a high voltage generated in the secondary coil is applied to the spark plug 36 through a distributor 38, so that sparks for combustion are generated within the combustion chamber 34. Hence, the ignition coil 40 is coupled via a positive terminal 92 to the power source and the control circuit 10 is provided with a power transistor for controlling the primary coil current of the ignition coil 40. A series circuit consisting of the primary coil of the ignition coil 40 and the power transistor is formed betwen the positive power source terminal 92 of the ignition coil 40 and the earth teminal 88 of the control circuit 10. By rendering the power transistor conductive, electromagnetic energy is stored in the ignition coil 40, and by rendering the power transistor nonconductive, the electromagnetic energy is applied to the spark plug 36 as energy having a high voltage through the secondary winding of the ignition coil 40.
The engine 30 is provided with a water temperature sensor 96, which detects the temperature of engine coolant 94 and generates a signal TW which is applied to the control circuit 10. The engine 30 is provided with an angle sensor 98 for detecting the 4 GB 2 027 906A 4 rotational position of the engine 30. By means of the sensor 98, a reference signal PR is generated every 120, for example, in synchronism with the rotation of the engine 30, and an angle signal PC is generated each time the engine 30 is rotated by a predetermined angle (e.g. 0.5′). These signals PR and PC are supplied to the control circuit 10.
In the system shown in Fig. 1, a negative pressure sensor may be used instead of the air flow meter 14. A component 100 indicated by dotted lines in Fig. 1, is the negative sensor, from which a voltage VID corresponding to the negative pressure of the intake manifold 26 is produced and supplied to the control circuit 10.
A semiconductor negative pressure sensor may be used as the negative pressure sensor, 100 in which the boost pressure of the intake manifold 26 acts on one side of a silicon chip integrated circuit, while a signal representing the atmospheric pressure of a fixed pressure acts on the other side. A vacuum may be used as the fixed pressure in some cases. With such a structure, the voltage V1) corresponding to the manifold pressure is generated by the action of a piezo-resistive, or similar device, and is applied to the control circuit 10.
Fig. 2 is an operational diagram for explaining the ignition timing and fuel injection timing of a six-cylinder engine, relative to the crank angle. Section (a) represents the crank angle. The reference signal PR is provided from the angle sensor 98 every 120′ of the crank angle. Thus, the reference signal PR is applied to the control circuit 10 every W, 120′, 240, 360′, 480′, 600′, or 720 of the crank angle.
Sections (b), (c), (d), (e), (f), and (g) illustrate the operations of the first cylinder, the fifth cylinder, the third cylinder, the sixth cylinder, the second cylinder, and the fourth cylinder, respectively. J ‘I to J6 represent the valve opening positions of the suction valves 32 of the respective cylinders. As shown in Fig. 2, the valve opening positions of the respective cylinder are shifted by 120 in terms of the crank angle. Although the valve opening positions and the valve opening widths differ to some extent in dependence on each engine strructure, they are substantially as indicated in the Figure.
Reference symbols A1 to A5 in Fig. 2 indicate the valve opening timings or fuel injection timings of the fuel injector 66. The time width J1) of each of the injection timings A1 to A5 represents the valve opening time of the fuel injector 66. The time width J1) can be considered to represent the quantity of fuel injected from the fuel injector 66. The fuel injectors 66 are provided in correspondew.,e with the respective cylinders, and they a -connected in parallel with a driver circuit within the control circuit 10. Thus, the fuel injectors 66 corresponding to the respective cylinder open the valves 32 and inject fuel at each occurrence of the signal INJ from the control circuit 10. Operation will be explained with reference to the first cylinder illustrated in Fig. 2. In synchronism with the reference signal INTLID generated at 360’ of the crank angle, output signal INJ is applied from the control circuit 10 to the fuel injectors 66 which are located at the manifolds or suction ports of the respective cylinders. Thus, fuel is injected as shown at A2 for the period of time J1) calculated by the control circuit 10. Since, however, the first cylinder has its suction valve 32 closed, the injected fuel is held near the suction port of the first cylinder and is not sucked into the cylinder. In response to the reference signal INTLD arising at the point 720 of the crank angle, the signal is sent from the control circuit 10 to the fuel injectors 66 again, and the fuel injections shown at A3 is carried out. At substantially the same time as the injection, the suction valve 32 of the first cylinder is opened. Upon this valve 32 opening, both the fuel injected at A2 and the fuel injected at A3 are sucked into the combustion chamber 34. The same applies to the other cylinders. Hence, in the fifth cylinder illustrated in section (c), fuel quantities in- jected at A2 and A3 are sucked in at the valve opening position J5 of the suction valve 32. In the third cylinder illustrated in section (d), part of the fuel injected at A2, the fuel injected at A3 and part of the injected fuel at A4 are put together, the total amount is the quantity of injection corresponding to one innjecting operation. Also, in each suction stroke of the third cylinder, the quantity of fuel corresponding to two injecting operations is sucked in. Likewise, in the sixth cylinder, second cylinder, or fourth cylinder in sections (e), (f), or (G), respectively, the quantity of fuel corresponding to two injecting operations of the fuel injector 66 is sucked in by one suction stroke. Thus, the quantity of fuel injection assigned by the fuel injection signal INJ from the control circuit 10 is half the necessary fuel amount to be sucked in, and the necessary fuel amount corresponding to the air sucked into the combustion chamber 32 is obtained by two injecting operations of the fuel injector 66.
In Fig. 2, reference symbols G ‘I to G6 indicate ignition times corresponding to the first cylinder to the sixth cylinder respectively. By rendering the power transistor, located within the control circuit 10, nonconductive, the primary coil current of the ignition coil 40 is cut-off to generate the high voltage in the secondary coil. The generation of the high voltage is effected at the ignition times G1, G5, G3, G6, G2, and G4, and energy is distributed by the distributor 38 to the spark plugs 36 located in the respective cylinders.
Thus, the spark plugs 36 ignite in the order of 1 GB 2 027 906A 5 the first cylinder, fifth cylinder, third cylinder, sixth cylinder, second cylinder, and fourth cylinder, and the mixture consisting of the fuel and the air burns.
A detailed circuit arrangement of the control circuit 10 in Fig. 1 is shown in Fig. 3. The positive terminal 90 of the power source of the control circuit 10 is connected to a positive terminal 110 of a battery and a voltage VB is supplied to the control circuit 10. The supply voltage VB is held constant at a fixed voltage PVCC, e.g. 5V, by a voltage regulator circuit 112. The fixed voltage PVCC is supplied to a central processor 114 (hereinafter referred to as a RAM), and a read only memory 118 (hereinafter referred to as a ROM). Further, the output PVCC of the voltage regulator circuit 112 is applied to an input/output circuit 120.
The input/output circuit 120 comprises a multiplexer 122, an analog/digital converter 124, a pulse output circuit 126, a pulse input circuit 128, and a discrete input/output circuit 130.
Analog signals are applied to the multiplexer 122 from the various sensors. One of the input signals is selected on the basis of a command signal from the CPU 114, and is coupled via the multiplexer 122 to the analog- to-digital converter 124. The analog input signals include the analog signal TW representing the temperature of the cooling water of the engine, the analog signal TA representing the suction temperature, and analog signal TE representing the exhaust gas temperature, the analog signal OTH representing the throttle opening, the analog signal QE representing the valve opening state of the exhaust gas recirculator 28, the analog signal VX repre- senting the excess air ratio of the sucked mixture and the analog signal GA representing the quantity of sucked air, the signals being derived from the sensors shown in Fig. 1, i.e. the water temperature sensor 96, the suction temperature sensor 16, the exhaust temperature sensor 84, the throttle position detector 24, the exhaust gas recirculator 28, and the air-flow meter CLA, through filters 132, 134, 136, 138, 140, 144 respectively. The output VX of the A sensor 80 is applied to the 115 multiplexer through the amplifier 142 which includes a filter circuit.
In addition, an analog signal VPA represent ing the atmospheric pressure is applied from an atmospheric pressure sensor 146 to the multiplexer 122. The voltage VB is supplied from the positive terminal 90 through a resis tor 160 to a series circuit consisting of resis tors 150, 152, and 154. The voltage access the series circuit composed of the resistors 150, 152 and 154 is held constant by a zener diode 148, The values of voltages VH and VL at respective junctions 156 and 158 between the resistors 150 and 152 and the resistors 152 and 154 are applied to the 130 multiplexer 122.
TheCPU 114, RAM 116, ROM 118, and the input/output circuit 120 are each coupled to a data bus 162, an address bus 164, and a control bus 166. An enabling signal E is applied from the CPU 114 to the RAM 116, the ROM 118, and the input/output circuit 120, the transmission of data through the data bus 162 being effected in synchronism with the enabling signal E.
Signals representing water temperature TW, suction air temperature TA, exhaust gas temperature TE, throttle opening QTH, quantity of exhaust gas recirculation QE, A sensor output VX, atmospheric pressure VPA, quantity of suction air GA, reference voltage VH and VL, and negative pressure VD, in place of the quantity of suction air QA, are respectively supplied to the multiplexer 122 of the inpu- t/output circuit 120. On the basis of an instruction program stored in the ROM 11.8, the CPU 114 assigns the addresses of these inputs through the address bus, and the analog inputs of the assigned addresses are stored. The analog inputs are sent from the multiplexer 122 to the analog- to-digital converter 124. The digital values are stored in registers corresponding to the respective inputs, and they are stored in the CPU 114 or RAM 116 on the basis of instructions from the CPU 114 fed through the control bus 166, as may be required.
The reference pulses PR and the angle signal PC are applied to the pulse input circuit 128 through a filter 168 from the angle sensor 98 in the form of pulse trains. Also, pulses PS, at a frequency corresponding to vehicle speed, are applied from a vehicle velocity sensor to the pulse input circuit 128 through a filter 172 in the form of a pulse train.
Signals processed by the CPU 114 are held in the pulse output circuit 126. An output from the pulse output circuit 126 is applied to a power amplifier circuit 186, and the fuel injectors 66 are controlled on the basis of the signal.
Power amplifier circuits 188, 194 and 198 control the primary coil current of the ignition coil 40, the degree of opening of the exhaust gas recirculator 28, and the degree of opening of the air regulator 48 in response to the output pluses from the pulse output circuit 126. The discrete input/output circuit 130 receives and holds signals from a sensor 174 for detecting that the throttle valve 20 is in the fully closed state, a starter sensor 176 and a gear sensor 178 indicating that the transmission gear is the top gear, through filters 180, 182, and 184 respectively, It also stores the processed signals from the CPU 114. The signals with which the discrete input/output circuit 130 is concerned are signals each of which can have its content indicated by one bit. Subsequently, signals 6 GB 2 027 906A 6 are sent from the discrete input/output circuit 130 to power amplifier circuits 196, 200, 202, and 204 by the signals from the CPU 114. The amplified signals are used to close the exhaust gas recirculator 28 to stop the recirculation of the exhaust gas, control the fuel pump 52, indicate an abnormal temperature of the catalyst and indicate the overheat of the engine, respectively.
Fig. 4 shows an embodiment of the pulse output circuit 126. A first register file 470 includes a group of reference registers which hold the data processed by the CPU 114 or holds data indicative of predetermined values.
The data are transmitted through the data bus 162 from the CPU 114. The assignment of the registers to hold the data is effected through the address bus 164, and the data are applied to the assigned registers and held therein.
A second register file 472 includes a group of registers which hold the signals indicative of the engine condition at any instant in time. The second resister file 472, a latch circuit 476, and an incrementer 478 effect a counter function.
A third resister file 474 includes, for exam ple, a register for holding the engine revolu tions and a register for holding the speed of the vehicle. These values are obtained in such a way that when certain conditions are fulfilled, the values of the second register file are loaded. A relevant register is selected by a signal REG SEL sent through the address bus 164 from the CPU and the data held in the third register file 474 is sent to the CPU 114 through the data bus 162 from this register. A comparator 480 receives reference data from a register selected from the
first register file 470 and instantaneous data from a regis ter selected from the second register file 472 and executes a comparative operation. The comparison result is delivered to, and stored in, a predetermined register selected from a first register group 502 which function as comparison result holding circuit. It is thereaf ter stored in a predetermined resister selected from a second register group 504.
The read and write operations of the first, second, and third register files 470, 472, and 115 474 and the operations of the incrementer 478 and the comparator 480, and the opera tions of setting outputs into the first and second register group 502, 504 are per formed during prescribed periods of time. 1 Various processes are carried out in a time division manner in conformity with the stage sequence of a state counter 570. At each stage pulses.
stage, predetermined registers among the first Data sent from the CPU 114 are applied 470 and second 474 register files and the 125 through the data bus 162 to a latch circuit first 502 and second 504 register groups 471 and stored at a time depending on the and, if necessary, a predetermined register clock pulse 02. Then the data are applied to a among the third register file 474 are sels- d. first register file 470 and stored at a time The incrementer 478 and the comparator 480 depending on the clock pulse 0, in the regis are used together. 130 ter selected by the register select signal REG In Fig. 5, the stage pulse generator 570 of the pulse output unit 126 includes a clock pulse generator 574 (shown in Fig. 9) a microstage counter 570a (shown Fig. 5), a stage ROM 570b, and a microstage latch circuit 572. When the enabling signal E is applied to a clock generator 574 as shown in Fig. 9, clock generator 574 produces clock pulses 0, and 02 as shown in Figure 7. The pulses 4), and 02 are different in phase and do not overlap. As can be seen in Fig. 5, the clock pulse 0, is applied to the microstage counter 570a. The microstage counter 570a is, for example, a ten bit counter and operates to count the clock pulses 0, applied thereto. The counted value of the microstage counter 570a, together with an output from a register 600 (hereinafter referred to as a T register) is applied to the stage ROM 570b. ROM 570b is designed to produce stage pulses INTL-P to STAGE 7-P (shown in Fig. 6) in accordance with the contents of the microstage counter 570a and the T register 600.
Fig. 6 shows the relationship beween vari- ous kinds of stage pulses and the contents of the counter 570a and the T register 600. In this table of Fig. 6, symbol X denotes that either one of logic levels—1—and -0- can be taken for the purpose of producing stage pulse for that bit. By way of example, when the lowest three bits C2, Cl and CO of the microstage counter 570z are -0-, -0-, and —1 -, respectively, a stage pulse 1 NTL-P is delivered. The set value of the T register 600 functions to determine intervals between stage pulses INJ-P, as can be seen in the table. The stage pulse thus produced is transferred to the microstage latch circuit 572 in synchronism with the clock pulse 02. The stage pulse is delivered from the latch circuit 572 when the lowest bit 2′ of a mode register 602 has logic level—1—when CPU 114 produces a GO signal and is set with signal of logic level -0when CPU 114 outputs a Non-GO signal.
When the lowest bit 2 of the mode register 602 has logic level -0-, the stage latch citcuit 572 does not deliver a stage pulse except for the predetermined stage pulses STAGE 0-P and STAGE 7-P. In other words, only the stage pulses STAGE 0-P and STAGE 7-P are permitted to appear independently of the set value of the mode register 602. The state pulse is preferably designed to have a pulse width of 1 It sec. All the elementary operations such as ignition control, fuel injection control, and detection of the stopping of the engine are performed with the aid of the 7 SEL supplied from the CPU 114. The register file 470 includes a plurality of registers 402 to 428 as shown in Fig. 8A. These resistors 402 to 428 are designed to deliver the stored data by the application of the corresponding stage pulse thereto. By way of example, where the stage pulse CYL-P occurs at the output of the stage pulse latch circuit 572, the resistor 404 is selected to deliver its set data CYL REG as an output.
A second register file 472 includes a plurality of counters and timers 442 to 468 as shown in Fig. 813, each of which counts up pulses indicating engine operating conditions as specific instants in time during engine operation. Similarly to the first register file 470, one of the counters or timers is selected to deliver its count value when the corresponding stage pulse is applied thereto. Thus, the selected one of the registers of the first register file 470 and the selected one of the counters or timers of the second register file 472 deliver respective sets of data which are applied to a comparator 480 and are com- pared with each other. The comparator 480 produces an output when the count value of the counter or timer becomes equal to or greater than the set value of the register. As is clear from Figs. 8A and 813, when the stage pulse CYL-P appears for example, the contents of the register 404 and the counter 442 are compared with each other.
A register 404 stores data CYL REG indicat ing a constant value determined by the num ber of cylinders. A counter 442 counts up the 100 predetermined crank angle indicated by the reference pulses INTLD. By the comparison of data ADV REG, after or before the occurence the set value of the register 404 with the of the reference pulse INTLD (Fig. 15). A count value of the counter 442, a pulse is counter 452 counts the angle pulses PC after obtained every revolution of the crank-shaft. the stage pulse INTL-P has been delivered.
Data INTL REG stored in a register 406 are 105 The angle pulses PC are delivered from the used to shift the phase of the reference pulse angle sensor 98 each time the engine is PR by a fixed angle. A counter 444 counts up rotated by a predetermined crank angle, e.g., crank angle pulser PC produced after the 0. 5’. A register 416 is provided to set the reference pulse PR is detected by the angle data DWL REG indicating the angular period during which the primary coil current of the ignition coil 40 is held in the cut-off state, as can be seen from Fig. 15. A counter 454 counts pulses generated in synchronism with the crank angle pulses PC after the stage pulse INTL-P has been delivered. A register 418 is provided to store the data EGRP REG representing the period of the pulsating cur rent signal supplied to the EGR valve 28 (shown in Fig. 3). A register 420 holds the data representing the pulse width of the pul sating current signal supplied to the EGR valve 28. A timer 456 counts pulses produc ed with fixed period e.g. 256 u sec. after the stage pulse EGRP-P has been delivered.
GB 2 027 906A 7 A timer 448 counts stage pulses ENST-P which occur with uniform time intervals, e.g., 1024 It sec after the reference pulse PR has been detected from the angle sensor 98. The count value ENST TIMER of this timer 448 is returned to zero when the next reference pulse PR is detecied. When the count value ENST TIMER becomes equal to or greater than the set data ENST REG, it can occur that the reference pulse PR does not appear for more than the uniform time interval after the occurence of the previous reference pulse. This means the engine may have stopped. A register 412 holds the data I NJ REG repre- senting the valve opening time of the fuel injection valve 66 as shown in Fig. 3. A timer 450 counts up the stage pulses INJ-P which appear with a uniform period after a stage pulse CYL-P has been delivered from the microstage latch circuit 572 (Fig. 5). The period may be any one of 8 [t sec., 16 ft sec., 32 tt see., 64,u sec., 128 IL sec., or 256 u sec. This selection is performed by the data set into the T register 600 (Fig. 5). As is clear from Fig. 6, when the three bits of the T register 600 have logic valves «0, 0, 0», the stage pulse INJ-P is delivered at intervals of 8 tt sec. When the T register 600 stores three bits of logic valves «0, 0, 1 «, the micro stage latch circuit 572 (Fig. 5) delivers the stage pulse INJ-P every 16 tt sec. A register 414 is used to store the data ADV REG representing the timing of ignition.
Thus the ignition may be performed at a sensor 98.
A register 408 holds data INTV REG representing the period of time desired to be measured at the timer. In addition a timer 446 counts up stage pulse INTV-P produced at intervals of a predetermined period of time, 115 e.g. 1024 ft see. after the setting of data INTV REG into the register 408 has been completed. When the data INTAL REG are set, there is established, for example, the stage in which an interrupt signal can be delivered after the lapse of the prescribed period of time. Thus, the count value INTV TIMER of the timer 446 is compared with the set data INTV REG of the register 408 and when INTV TIMER becomes equal to or greater than INTV REG, the stage is established. A register 410 holds the data ENST REG representing predetermined period of time to be used for detecting the state in which the engine has stoppped unexpectedly.
The quantity of air passing through the bypass 46 of the throttle chamber 18 can be adjusted by means of the air regulator 48. A register 422 holds the data NIDLP REG representing the period of the pulse applied to the 130 regulator 48 and a register 424 stores the 8 data NIDLD REG indicating the pulse width. A timer 458 counts the pulses produced with fixed period, e.g., 256 tt sec. after the stage pulse NIDLP-P has been delivered. The engine revolutions are detected by counting the out put pulses of the crank angle sensor 98 for a predetermined period of time. A register 426 is used to store the data RPMW REG repre senting the period of time during which the crank angle pulses are counted. A register 426 is provided to hold the data VSPW REG representing a fixed time to be used for de tecting the speed of the vehicle. A timer 460 counts the pulses generated with fixed period after an output pulse has been delivered from an latch circuit 552. A counter 462 is used to count the pulses produced in a predetermined relationship with the angle pulse PC, after the output pulse has been delivered from the latch circuit 552. Similarly, after generation of an output from a latch circuit 556, a timer 464, counts the pulses generated with fixed period while a counter 468 counts the pulses produced in response to the rotational speed of the wheels of the vehicle.
The data set into each of registers of the first register file 470 are supplied from the CPU 114. The pulses to be counted by means of respective timers and counters 442 to 468 of the second register file 472 are supplied from the incrementer 478.
Of these data to be set into the first register file 470, ones which are to be set into the registers 404, 406, 408, 410, 426 and 428 are constants. The other data which are to be 100 set into the registers 412, 414, 416, 418, 420, 422 and 424 are experimentally ob tained in known manner from the signals from various sensors.
The incrementer 478 receives control signals INC and RESET from a controller 490 and is designed to produce an output, equal to the set value of the latch circuit 476 plus one, when the control signal INC is applied thereto and to produce an output of zero when the control signal RESET is applied thereto. Since the output of the incrementer 478 is applied to the second register file 472, the register of the second register file 472 functions as a timer or counter which counts with its constants increasing by one each count, in response to the control signal INC. The logic circuit of such an incrementer 478 is known in the art and therefore the details thereof will not be described in this specification. The output of the incrementer 478 is applied to the comparator 480 together with the output of the first register file 470. As described previously, the comparator 480 pro- duces an output with logic level -1 » when the output of the incrementer 478 becomes equal to or greater than the output of the first register file 470, otherwise it produces qoutput with logic level «0». The input to the incrementer 478 is set into a third register file GB 2 027 906A 8 474 in synchronism with the clock pulse 0, when a control signal MOVE is applied to the register file 474. The set data of the third register file 474 can be transferred through the data bus 162 to the CPU 114.
The incrementer 478 has three functions. The first is an increment function by which the input data to the incrementer 478 are increased by one. The second is a non-incre- ment function by which the input data to the incrementer 478 are passed therethrough without any addition operation. The third is a reset function by which the input to the incrementer 478 is changed to zero so that the data indicating zero are delivered therefrom at all times independently of the input value.
When one of the registers is selected from the second register file 472, the data stored in the selected register are applied through the latch circuit 476 to the incrementer 478 whose output is fed back to the selected register so that the contents of the selected register are updated. As a result, when the incrementer 478 operates to provide an increment function by which the input thereof is increased by one, the selected register of the second register file 472 functions as a counter or timer.
In the closed loop including the register file 472, latch circuit 476 and incrementer 478, if the output of the incrementer 478 begins to be set into the second register file 472 while the contents of the register file 472 are being delivered, an error in the counting operation will occur at the register file 472. To eliminate such an error, the latch circuit 476 is provided to provide a time separation between the data flow from the file register 472 to the incrementer 478 and the data flow from the incrementer 478 to the file register 472.
The latch circuit 476 which has the clock pulse 02 applied to it, receives data from the register file 472 during the period of time that the clock pulse 02 appears, as is shown in Fig. 7. The register file 472 which has the clock pulse S61 applied to it receives data from the latch circuit 476 through the incrementer 478 during the period of time that the clock pulse 0, appears. As a result, there will be no interference between data flows delivered from and applied to the second register file 472.
Similarly to the incrementer 478, the corn- parator 480 operates without any synchronization with the clock pulses 0, and 02. Inputs of the comparator 480 are the data delivered from the selected register of the first register file 470 and the data delivered from the selected counter or timer through the latch circuit 476 and the incrementer 478. The output signal of the comparator 480 is applied to the first register group 502 including a plurality of latch circuits and is set to the selected latch circuit in synchronism with the 9 GB 2 027 906A 9 clock pulse 4pl. The data thus written into the first register group 502 is then shifted to a second register group 504 in synchronism with the clock pulse 02. An output logic circuit 503 receives the data set in the second register group 504 to produce output signals for driving the fuel injector 66, ignition coil 40, exhaust gas recirculator 28, etc. This output circuit 503 includes a logic circuit 710 shown in Fig. 18, the operation of which will be described later. The first and second register groups 502 and 504 include a plurality of latch circuits 506, to 554 and 508, to 556, respectively, as shown in Fig. 10.
The data CYL REG of the register 404 (shown in Fig. 8A) are compared with the count value CYL COUNT of the counter 442 by means of the comparator 480. The comparator 480 delivers on output with logic level » 1 » when CYL COUNT becomes equal to or greater than CYL REG and the resulting output is then fed into a latch circuits 506 of the output register group 502. The selection of this latch circuit 506 is performed by way of the stage pulse CYL-P. The data fed into the latch circuit 506 are applied to the latch circuit 508 at the timing of clock pulse 0, The latch circuits of the first output register group 502 are respectively connected to the corresponding latch circuits of the second output register group 504. In a similar way, a signal with logic level » 1 » is fed into the latch circuit 510 when the condition INTL REG < INTL COUNT is detected. The content of the latch circuit 510 is shifted into the latch circuit 512 at the timing of clock 02Likewise, upon the conditions that INTV REG ENST REG INJ REG ADV REG DWL REG EGRP REG EGRD REG NIDLP REG NIDLD REG RPMW REG VSPW REG INTV TIMER, ENST TIMER, INJ TIMER, ADV COUNT, DWL COUNT, EGR TIMER, EGR TIMER NIDL TIMER, NIDL TIMER RPMW TIMER, and VSPW TIMER or admission of sending interrupt request signal I RQ to the CPU 114 when such interrupt request has occurred. The input signal synchronizer circuit 128 receives sensed pulses indicating, for example, the engine revolutions and the speed of the vehicle and produces an output pulse synchronized with the clock pulse q), or 02. The pulses which are sensed and applied to the synchronizer circuit 128, are a reference signal PR which is generated every revolution of the engine 30, an angle signal PC produced each time the engine 30 rotates a predetermined angle and a pulse PS indicating the speed of the vehicle. The intervals of these pulses vary greatly depending on, for example, the speed of the vehicle, and are not synchronized with the clock pulses 4), and 02, In order to use these pulses PR, PC, and PS for the control of the incrementer 478 the sensed pulses must be synchronized with the stage pulse. Also the angle signal PC and the speed signal PS are synchronized at both the leading and trailing edges with the stage pulse for the improvement of detection accuracy while the reference signal PR may be synchronized at its leading edge with the stage pulse. In Fig. 11, showing a logic diagram of a synchronizer circuit for the reference signal PR, the sensed signal PR is applied to a terminal 1, and the inverted clock pulse 02 and the inverted stage pulse STAGE O-P are applied through a NOR logic circuit to a terminal 4p of a latch circuit 702. The latch circuit 702 produces, at a terminal Q, an output pulse shown at Q, in Fig. 12. Another latch circuit 704 receives the pulse Q, at its terminal I and the inverted clock pulse 42 together with the inverted stage plus STAGE 7-P through NOR logic circuit at its terminal 0. As a result, the latch circuit 704 produces an output shown at (12 in Fig. 12. A synchronized reference pulse REF-P is produced from the output Q2 and the inverted output Q, as shown at REF-P in Fig. 12. In Fig. 13, showing a synchronizer circuit for the angle signal PC and the speed signal PS, the sensed signal PC (or PS) shown in Fig. 14 is applied to a terminal I while the inverted clock pulse 42 and the inverted stage pulse STAGE O-P are applied through NOR logic circuit to a terminal 0 of a latch circuit 706. A signal Q, (shown in Fig. 14) is ob- a signal with logic level " 1 " is set in the latch circuits 514, 518, 522, 526, 530, 534, 538, 542, 546, 550 and 554. Since each of the latch circuits of the output register groups 502 and 504 stores information with logic levels of either " 1 " or "0", it may be a one bit register. The status register 477 is provided to indi cate whether or not there is an interrupt request due to the engine stop ENST, the termination of A-D converter operation etc. The mask register 475 receives data sent jection and the detection of the stopping of through the data bus from the CPU 114. the engine 30, it is necessary to produce the Depending upon the data received, the mask reference pulse INTLD which is delayed by the register 475 functions to control the inhibition130 angle corresponding to the value INTL set in tained from a terminal G of the latch circuit 706 and is applied to a terminal 1 of the latch circuit 708. The output Q, and C12 of the latch circuits 706 and 708 are applied to an exclusive OR logic circuit to generate a synchro125 nized signal POS-P (or VSP-P). For controlling ignition timing, the fuel in- GB2027906A 10 the register 406 from the pulse PR obtained by means of the crank angle sensor 98, as shown in Fig. 15. This pulse I NTLD serves to set the reference point for the controls such as the ignition timing. The reference point is set at the position spaced by a predetermined angle from the top dead center of the engine 30, so that the ignition can take place at the predetermined timing irrespective of the mounting position of the crank angle sensor 98. When the state pulse generator 570 produces the stage pulse INTL-P, the register 406 of the first register file 470 and the counter 444 of the second register file 472 are selected for the operation of comparison, as seen from Figs. 8A and 8B. At the same time, the incrementer controller 490 produces the increment control signal INC by means of the logic circuit shown in section A of Fig. 16 and the reset signal RESET by means of the logic circuit shown in section A of Fig. 17. Both the increment control signal INC and the reset signal RESET are applied to the incrementer 478. The counter 444 counts the stage pulse POS-P so that the resulted count value increases gradually as shown at INTL COUNT in Fig. 19. When the count value INTL COUNT of the counter 444 becomes equal to or greater than the set value INTL REG of the register 406, that is, INTL REG TW2>TW3.
GB 2 027 906A 12 Time width TW, is used for the measurement of engine revolutions ranging from 0 to 1600 R.P.M. time width TW2 is used for the measurement of revolutions ranging from 1600 to 3200 R.P.M., and time width TW3 ‘S used for the measurement of revolutions in the range from 3200 to 6400 R.P.M.
For operation of mode 1, time width TW, is selected to be value for which the content RPM COUNT of the counter 462 becomes 21′ at N = 1600 R.P.M.
Thus the time width TW, is obtained from the following equation.
1600 = 210 x 0.5′ 1000 X X 60 360′ TW, 85…TW, = 160 53.333 ms 3 The resolution per digit at this time is – R.P.M. 16 and the relative error -, is 16 el = – X 100 N For operation of mode 11, time width TW2 is selected to be a value for which the content RPM COUNT of the counter 462 becomes 210 105 at N = 3200 R.P.M.
Thus, the time width TW2 is expressed as follows TW, TW2 = – = – = 26.666 ms 3 2 The resolution per digit at this time is 11525 – R.P.M.
8 and the relative error 82 is 8 1c2 – X 100 % N A measurement time width TW3 for which the count value RPM COUNT of the counter 462 becomes 210 at N = 6400 R.P.M. is 130 employed for the operation of mode Ill.
13 GB 2 027 906A 13 TW3 and ú3 at this time are given as follows.
TW, TW3 = – = – = 13.333 ms 3 4 E, = – X 100 % N As a result, the count value RPM COUNT of the counter 462 changes in accordance with the number of revolutions of the engine, as 80 shown in Fig. 24.
Fig. 25 shows a program for the measure ment of the number of engine revolutions which is stored in ROM 118 and executed in CPU 114. At a step 250 of the program, it is decided if the output of the counter 462 is a true value. This decision is performed as follows. Pulses produced once every time period are counted by means of software (which is hereinafter referred to as a softtimer). The softtimer is set at the time the mode for operation is changed. When the resultant value of the softtimer becomes greater than a predetermined value, a signal of logic level » 1 » in the form of a flag bit is set in a predetermined area of RAM 116. Thus, the flag bit is provided to indicate whether or not a fixed period of time has elapsed after the mode change was performed. At the step 250, information from the flag bit is read out from RAM 116, and if the flag bit is of logic level «0», it is decided that the fixed time has not elapsed from the mode change and therefore the counter 462 has not completed the counting operation. In this case, the output RPM COUNT of the counter 462 is not regarded as a true value, therefore the operation proceeds to a step 251, at which a fixed time is allowed to elapse. At a step 252, the operation returns to the start of the flow 110 diagram again.
If the information from the flag bit is of logic level » 1 «, it is decided that the count value RPM COUNT of the counter 462 is a true value. At a step 253, the count value RPM COUNT of the counter 462 is applied to CPU 114 by way of the register file 474. At a step 254, it is decided whether the count value RPM COUNT is equal to or greater than 29. If it is at least 29, the mode change is unnecessary, and hence, the control proceeds to a step indicated at RPM/01 in Fig. 26.
At steps 255 and 256, it is checked if the counter 462 has overflowed, that is, if the count value has exceeded 210. A method to achieve this is for example, to check against the previous count value P, of the counter 462. In the case where the count value RPM COUNT is at least 2 7, the counter 462 is not considered to be in the overflow condition, and hence, the operation proceeds to the step 260. In the case where the count value RPM COUNT is less than 2 7, there is the possibility of overflow and the operation proceeds to the step 256. At the step 256, the count value P, at the preceding time is read out from the RAM 116, and it is decided if this value is equal to or greater than a fixed value, for example, 800. In the case where the value P, is less than 800, the overflow is not relevant, but the number of engine revolutions is originally a small value, the control proceeds to a step indicated at RPM/01 in Fig. 26. However, in the case where the preceding value is at least 800 and where the measurement value RPM COUNT is less than 2 7, it is considered that the counter 462 has overflowed, and it is necessary to make an overflow correction. The overflow correction is executed with the following equation.
1 X (RPM COUNT + 210) —>RPM COUNT Here, the computation corresponding to the correction of overflow is the computation of (RPM COUNT + 210). The multiplication of (RPM COUNT + 210) by a half is made because the mode is corrected by changing to the upper mode.
At a step 258, it is decided if the mode is -I- or not. Because of the fact that the counter 462 has overflowed, the existing mode is presumed to be either 1 or 11. Accordingly, at the step 258, if the answer is… NOthe operation is regarded as in the mode 11. In this case, the control proceeds to a step 265 at which the operation mode is changed to «Ill». For changing the operation mode 11 into the mode Ill the softcounter is set with data indicating a wait time of 20 ms which is used at the step 250. Also the register 426 is set with data RPMW REG representative of 13.3 ms. However in the case where the mode has been decided to be -I- at the step 258, the control proceeds to a step 266 in which the operation mode is changed into—IV’. For changing the operation mode from 1 to 11, the softcounter is set with data indicating a wait time of 60 ms., and the register 426 is set with data RPMW REG representing 26.7 ms.
In the case where the count value RPM COUNT 462 is equal to or greater than 2 7 at the step 255, the control proceeds to a step 260 at which it is decided if the preceding value P, is at least 21.
This judgement 260 is effected to check if the engine speed is decreasing or not. If the preceding count value P, is less than 29, it is decided that the engine speed is not decreasing. As a result, the mode change is not effected and, the operation proceeds to a step indicated at RPM/01 in Fig. 26. On the other hand, if the preceding count value P, is 14 GB 2 027 906A 14 judged to be equal to or greater than 29 at the step 260, it is considered that the engine speed is decreasing and the control proceeds to a step 261 at which it is decided if the present mode is—I-. If the present mode is judged to be «I», no mode change is carried out because the time width for measuring the number of revolutions cannot be further enlarged. As a result, the control proceeds to a step indicated at RPM/01 in Fig. 26.
In the case where the mode is decided not to be «I» at the step 26 1, it is desirable to enlarge the time width for measurement of the number of engine revolutions since the engine speed is decreasing. In order to achieve a count value RPM COUNT conforming with the new mode, the count value RPM COUNT multiplied by two is set at P, By this correction for the count value, the compari- sons of the steps 260 and 256 at the succeeding measurement can be made correctly.
At a step 263, it is decided if the present operation mode is «Ill». If the decision at the step 263 is—NO»,then the present mode is determined to be ‘1I», and the control proceeds to a step 267 at which the mode is changed to—I-. For this change in mode from «if» to «I», the softtimer is set with data indicating a wait time of 100 ms and the register 426 is set with data representative of 53.3 ms.
However, if it is decided that the operation mode at present is «Ill» at the step 263, then the mode is changed to—11″ at a step 266.
From the steps 265, 266 and 267, the control proceeds to the next step indicated at RPM/02 in Fig. 26.
Fig. 26 shows a flow chart for calculating the number of revolutions from the count values which may be measured with different time widths. – As can be seen from the flow chart of Fig. 25, the count value P, has been already obtained before the step indicated at RPM/02. However, at the step indicated at RPM/01, P, is not yet set. At a step 270, therefore, the count value RPM COUNT is set for P, At a step 271 it is decided whether the mode is «I» or not. Here, in the case of mode 115 «I», the value of P, is divided by 2 4 at a step 272. Thus, the value of P, is shifted down by four digits. In the case where the mode is not «I», it is, of course, «ii», or «lit». The decision as to whether the mode is «it» or —Ill»is made at a step 273. In the case of mode «ii», the control proceeds to a step 274 at which the value of P, is divided by 23. In other words, the value of P, is shifted down by three digits. On the other hand, in the case where it is decided at the step 273 that the mode is not—IV’,the control proceeds to a step 275, and the value of P, s divided by 22. Thus, it is shifted down by two digits. According to this embodiment, therefore, the values measured in the modes «I», ‘1I» and «Ill» are taken out after being converted into signals of eight bits. The converted value representing the number N of revolutions of the engine is set into the RAM 116, and is used for the control of the fuel system and the ignition system.
The relationship between the relative error c and the number of engine revolutions in the above embodiment is illustrated in Fig. 27. It is clear from Fig. 27 that the number of revolutions can be measured with errors of less than 0. 1 to 0. 3 % over a wider range from about 600 R.P.M. to 6400 R.P.M.
However, in the case where a fixed time width is used for the measurement of revolutions, the relationship between the relative error and the number of engine revolusions is shown in Fig. 23.
It is clear that the present invention provides a high precision in the measurement of engine revolutions in comparison with the prior art. Since the computation precision of the fuel injection time, the ignition advance angle etc. is determined on the basis of the number of engine revolutions, the engine control performance according to this invention is also improved. In particular, the precision at low-speed revolutions is enhanced, and the control performance during idling is sharply enhanced. Also, according to this embodiment of the present invention, the operation mode is changed- over every binary square of the number of revolutions. Therefore, the conver- sion of the count value at different modes into the reference scale is done by shifting the digit of the count value so that the processing of the conversion is very simple and rapid.
When the number of revolutions of the engine 30 become lower than a predetermined value, in other words, that the interval of the reference pulse INTILD beomes greater than the set value ENST REG of the register 410 of the first register file 470, the CPU 114 is informed by an interrupt signal of the fact that the engine 30 will soon stop. In normal operation, the reference pulse INTILD is predetermined in cycle or interval to be less than the set value of the register 410. In the event that the CPU 114 receives an interrupt signal indicating that the engine will stop, the CPU 114 generates an instruction signal (not shown) for stopping the operation of the fuel pump 52 and other necessary operations.
When the microstage generator 570 produces the stage pulse ENST-P, the register 410 of the first register file 470 and the timer 448 of the second register file 472 are selected for operation. At the same time, the incrementer 478 is applied with the stage pulse ENST-P as an increment control signal INC, as shown in section (F) of Fig. 16, and a reset signal RESET produced by means of a logic circuit shown in section (F) of Fig. 17.
The timer 448 operates to count up the stage GB 2 027 b06A 15 pulses ENST-P so that the count value ENST TIMER varies as shown in Fig. 29. As a consequence, a latch circuit 520 connected to the comparator through the latch circuit 518 delivers an output shown at ENSTBT in Fig.
29. By the connection of the same logic circuit 710 as in Fig. 18 to the output stage of the latch circuit 518, an output pulse ENSTD indicating the condition of the engine stop can be obtained at the terminal 712 of the logic circuit 710. In normal operation, the timer 448 is reset by a pulse INTLRST shown in Fig. 29. This pulse INTLRST is produced with the reference pulse INTLD being made in synchronism with the stage pulse ENST-P.
When the engine is close to stopping, the timer 448 is reset by the output ENSTBT of the latch circuit 518 and the above-mentioned pulse INTLRST. The interval between the pulse INTLRST and the output pulse ENSTD is referred to as an ENST time.
Although in the embodiment of the inven tion described the measurement method is based on the three modes, it is clear that the precision, especially at low speed, can be improved by increasing the number of modes.
Although, in the above description, use of the number of engine revolutions has been de scribed, the invention can be similarly applied to the measurement of the speed of the 95 vehicle.

Claims (8)

1. An apparatus for detecting the number of revolutions of an internal combustion en- 100 gine including; a sensor for detecting a rotational angle of the engine, which generates a pulse each time the engine rotates by a fixed crank angle; a central processor unit for performing an arithmetic operation in accordance with a stored program, a memory for storing the program to be executed by said central processor unit; an input/output unit connected with said sensor, said central processor unit and said memory; said input/output unit comprising, a first register for storing data, representing at least one time width, which are supplied from said central processor unit, a first timer for counting pulses which are produced once in each of a plurality of time periods, a comparator for comparing the stored data of said first register with the count value of said first timer to produce a pulse when the count value becomes equal to or greater than the set value, a first counter for counting the pulses produced by said sensor, said first counter being reset in response to the pulse delivered from said comparator, and a control means for changing the data to be set into said first register in accordance with the preceding count value of said first counter.

2. An apparatus for detecting the number of revolutions of an internal combustion engine according to claim 1, which further includes a second register connected to said first counter which receives the count value thereof, and means for transferring the received value of said second register to the central processor unit.

3. An apparatus for detecting the number of revolutions of an internal combustion en- gine according to claim 1 or claim 2, wherein the value of the data set into the first register is determined in such a manner that the value of the data becomes greater when the present count value of the first counter becomes smaller than the preceding count value thereof.

4. An apparatus for detecting the number of revolutions of an internal combustion engine according to claim 2, wherein; said central processor unit providing first data representing the largest time width, second data representing an intermediate time width, and third data representing the shortest time width; said first register storing either said first data, said second data or said third data; and said central processor unit performing an operation for comparing the data transferred by said means for transferring the received value of said second register with a preceding count value of said first counter to produce an output by which the data to be supplied to said first register are selected.

5. An apparatus for detecting the number of revolutions of an internal combustion engine according to claim 4, wherein a present count value and a preceding count value are reespectively compared with predetermined values to detect an overflow of said first counter.

6. An apparatus for detecting the number of revolutions of an internal combustion engine according to claim 5, wherein either the second or the third data is set into the first register when the overflow of said first counters occurs.

7. An apparatus for detecting the number of revolutions of an internal combustion engine according to any one of claims 4 to 6, wherein means is provided to obtain the number of revolutions by dividing the count value of the first counter with a value which is determined on the basis of the data having been set into the first register.

8. An apparatus for detecting the number of revolutions of an internal combustion engine substantially as herein described with reference to, and as illustrated in Figs. 1, 3, 4, 5, 8A, 9, 10, 11, 13, 16, 17 and 18 of the accompanying drawings.
Printed for Her Majesty’s Stationery Office by Burgess Et Son (Abingdon) Ltd.-1 980. Published at The Patent Office, 25 Southampton Buildings, London, WC2A 1AY, from which copies may be obtained.

GB7926790A
1978-08-07
1979-08-01
Detecting revolutions of an internal combustion engine

Expired

GB2027906B
(en)

Applications Claiming Priority (1)

Application Number
Priority Date
Filing Date
Title

JP9548278A

JPS5522163A
(en)

1978-08-07
1978-08-07
Engine rpm detector

Publications (2)

Publication Number
Publication Date

GB2027906A
true

GB2027906A
(en)

1980-02-27

GB2027906B

GB2027906B
(en)

1982-11-10

Family
ID=14138824
Family Applications (1)

Application Number
Title
Priority Date
Filing Date

GB7926790A
Expired

GB2027906B
(en)

1978-08-07
1979-08-01
Detecting revolutions of an internal combustion engine

Country Status (6)

Country
Link

US
(1)

US4274142A
(en)

JP
(1)

JPS5522163A
(en)

CA
(1)

CA1109695A
(en)

DE
(1)

DE2932050C2
(en)

FR
(1)

FR2433103A1
(en)

GB
(1)

GB2027906B
(en)

Families Citing this family (19)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

US4399354A
(en)

1980-03-17
1983-08-16
Vorne Industries, Inc.
Digital rate monitor

JPS5770936A
(en)

1980-10-22
1982-05-01
Hitachi Ltd
Electronic control unit for internal combustion engine

JPS5866108A
(en)

1981-10-16
1983-04-20
Hitachi Ltd
Method and device for controlling internal combustion engine electronically

SE8306487L
(en)

1983-11-24
1985-05-25
Electrolux Ab

TREND SYSTEM WITH SPEED INDICATOR

JPS60252270A
(en)

1984-05-29
1985-12-12
Mitsubishi Electric Corp
Speed detecting device

JPS62162968A
(en)

1986-01-13
1987-07-18
Hitachi Ltd
Speed detecting device

US4811255A
(en)

1986-03-21
1989-03-07
Horizon Instruments, Inc.
Tachometer, RPM processor, and method

JPH0636932B2
(en)

1986-04-01
1994-05-18
株式会社神戸製鋼所

Pitch control method for tandem rolling

JPS63215313A
(en)

1987-03-05
1988-09-07
Toshiba Corp
Control device for spacing of material

US4947329A
(en)

1988-04-29
1990-08-07
Chrysler Corporation
Method of determining the acceleration of a turbine in an automatic transmission

US5043659A
(en)

1989-12-18
1991-08-27
Clean Air Technologies Inc.
Non-intrusive tachometer for spark ignition autos

US5804724A
(en)

1996-05-02
1998-09-08
Chrysler Corporation
Rotor speed estimator

US5883510A
(en)

1997-05-13
1999-03-16
Spx Corporation
Tachometer system picking up ignition signals from vehicle ground

JP4167324B2
(en)

1998-06-26
2008-10-15
本田技研工業株式会社

Engine speed calculation device

JP3380493B2
(en)

1999-04-28
2003-02-24
三菱電機株式会社

Engine speed control unit

JP2001295691A
(en)

2000-04-17
2001-10-26
Mitsubishi Electric Corp
Cylinder-discriminating apparatus of internal combustion engine

JP3916376B2
(en)

2000-06-15
2007-05-16
本田技研工業株式会社

Breather structure of internal combustion engine for vehicle

DE60320748D1
(en)

2003-03-27
2008-06-19
Ford Global Tech Llc

Method and device for determining the course of a motor parameter

EP1559898B1
(en)

2004-01-31
2007-10-10
Ford Global Technologies, LLC
Method for determining the variation of engine speed

Family Cites Families (9)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

US3525044A
(en)

1968-02-28
1970-08-18
Vapor Corp
Digital speed and control system

US3553728A
(en)

1968-05-20
1971-01-05
Gen Radio Co
Frequency measuring apparatus with automatic adjustment of measurement interval for enhanced speed and accuracy

GB1415342A
(en)

1971-11-10
1975-11-26
Philips Electronic Associated
Speed measurement and indication apparatus

US3917927A
(en)

1974-04-15
1975-11-04
Us Navy
Automatic ranging frequency counter

US3968434A
(en)

1974-07-19
1976-07-06
Reliance Electric Company
Digital tachometer

JPS51100686A
(en)

1975-03-03
1976-09-06
Nippon Telegraph & Telephone

HANDOTA ISOCHI

IT1047443B
(en)

1975-09-23
1980-09-10
Fiat Spa

DIGITAL SPEEDOMETER

US4107600A
(en)

1976-12-13
1978-08-15
General Electric Company
Adaptive frequency to digital converter system

FR2377062A1
(en)

1977-01-11
1978-08-04
Renault

ANALOGUE DATA ACQUISITION DEVICE FOR DIGITAL COMPUTER FOR AUTOMOTIVE VEHICLES

1978

1978-08-07
JP
JP9548278A
patent/JPS5522163A/en
active
Pending

1979

1979-08-01
GB
GB7926790A
patent/GB2027906B/en
not_active
Expired

1979-08-07
CA
CA333,307A
patent/CA1109695A/en
not_active
Expired

1979-08-07
US
US06/064,431
patent/US4274142A/en
not_active
Expired – Lifetime

1979-08-07
FR
FR7920164A
patent/FR2433103A1/en
active
Granted

1979-08-07
DE
DE2932050A
patent/DE2932050C2/en
not_active
Expired

Also Published As

Publication number
Publication date

CA1109695A
(en)

1981-09-29

DE2932050C2
(en)

1985-07-11

FR2433103A1
(en)

1980-03-07

JPS5522163A
(en)

1980-02-16

DE2932050A1
(en)

1980-02-28

GB2027906B
(en)

1982-11-10

US4274142A
(en)

1981-06-16

FR2433103B1
(en)

1983-07-01

Información de contacto