CN108571395A - Engine temperature measurement device and engine temperature assay method - Google Patents
Engine temperature measurement device and engine temperature assay method Download PDFInfo
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- CN108571395A CN108571395A CN201710485966.2A CN201710485966A CN108571395A CN 108571395 A CN108571395 A CN 108571395A CN 201710485966 A CN201710485966 A CN 201710485966A CN 108571395 A CN108571395 A CN 108571395A
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- 238000009529 body temperature measurement Methods 0.000 title claims abstract description 29
- 238000003556 assay Methods 0.000 title claims abstract description 10
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- 230000002093 peripheral effect Effects 0.000 description 3
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Classifications
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- 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
- F02D2200/021—Engine temperature
- F02D2200/022—Estimation of engine temperature
-
- 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
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/401—Controlling injection timing
Landscapes
- 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
A kind of engine temperature measurement device and engine temperature assay method.Engine temperature measurement device includes：Temperature-measuring member (60), the temperature-measuring member are set to engine (10) or the position close to engine；And control unit (70), the control unit, which is set to, is not easily susceptible to the position that the temperature of the engine influences, resistance value based on the temperature-measuring member detected calculates resistance temperature, and engine temperature is found out plus offset using resistance temperature, the control unit includes calculating state demarcation module, the calculating state demarcation being in after the engine stop under hot dipping state is three calculating states by the calculating state demarcation module, and offset is calculated using different functions respectively under three calculating states.
Description
Technical field
It, can low cost and accurately the present invention relates to a kind of engine temperature measurement device and engine temperature assay method
Measure engine temperature.
Background technology
As the method being measured to engine temperature, in Japan Patent 2013-85537, disclose to reduce
Cost does not install the temperature sensor of the actual temperature of detection engine, but is had based on what is installed near engine or its
Certain detection function or the electric function component for executing function, such as the resistance value of the coil resistance of crank angle sensor calculate
The technology of the temperature of engine.
Figure 13 be when indicating engine operating and after shutting down the variation of engine temperature Te and coil temperature Tc when
Sequence figure.In the sequence diagram, in 10 cold post-start of ts moment engine, operated later in moment tz engine stop.Moment tz with
Afterwards, engine is in halted state (hot dipping).Started to estimate using three kinds of computational methods in Japan Patent 2013-85537
Machine temperature.In addition, engine temperature Te described here refer near combustion chamber engine body temperature (cylinder head or
Temperature around the combustion chamber of cylinder block).Specifically, under low speed state between moment ts~tz, first is used to calculate
Method under engine stop-state later moment tz, (is used), between moment ts~tz using the second computational methods when restarting
Non- low speed state under, use third computational methods.
As shown in figure 13, in the prior art, it after engine stop, is calculated using the resistance value of coil resistance
The difference of coil temperature Tc and actual engine temperature Te is larger whithin a period of time (with reference to figure 13, after moment tz).At this
Difference larger period, actual engine temperature Te is estimated using the coil temperature Tc+ offsets α being calculated.Then, with
Engine stop time is progressively longer, and temperature compensation value α is also tapered into.
The engine temperature being calculated and the presence of the difference of actual engine temperature are when just being stopped by engine
Caused by the heat of engine.Here, according to the Operation Conditions of engine different (long-time/short time, high load capacities/underload
Deng the occasion using engine), heat when engine just stops is different.
But the offset used in the prior art is unrelated with the heat of engine and is set as one, so, by
Operation Conditions before engine stop are different, sometimes result in the engine temperature being calculated after engine stop and reality
Engine temperature difference it is larger, also further increase the possibility of precision.
Figure 14 is the coil temperature Tc being calculated in the case of indicating that heat of engine is different when engine just stops
With the schematic diagram of the difference of actual engine temperature Te.
As shown in figure 14, between ts~tz when low load operation (heat of engine is small when engine just stops), in tu
After moment, offset α is almost 0, but in high loaded process (heat of engine is big when engine just stops), the tu moment with
Afterwards if also use identical offset, the coil temperature Tc being calculated can and actual engine temperature Te occur deviation
(less than normal).
In addition, even if in the case of the heat of engine is identical when engine just stops, if different Operation Conditions make
Also with actual engine temperature deviation can occur for the engine temperature obtained with identical compensation value calculation.
Figure 15 is the schematic diagram for indicating to put aside heat under different Operation Conditions.When high engine load short-time running
(between moment ts~tz) when underload long time running (between moment td~tz) compared with, put aside required for same heat
Time it is shorter, the heat transfer in engine operation process from engine to crank angle sensor is insufficient, so, engine stop
Afterwards in a period of time (moment tz~tu), the temperature of crank angle sensor also will continue to rise.If for a long time using underload
The temperature compensation value of Operation Conditions calculates, then the engine temperature being calculated in the section near especially tu can be caused than real
The engine temperature on border is bigger than normal.
Invention content
Currently invention addresses the second computational methods used in the engine stop-state after the tz moment, purpose exists
In a kind of engine temperature measurement device and engine temperature measurement that can inexpensive and accurately measure engine temperature of offer
Method.
The engine temperature measurement device of first technical solution of the invention includes：Temperature-measuring member 60, the temperature measuring
Component is set to engine 10 or the position close to engine；And control unit 70, the control unit is based on the temperature measuring detected
The resistance value of component calculates resistance temperature, and finds out engine temperature, control unit packet plus offset using resistance temperature
It includes and calculates state demarcation module, which is divided into the process being under hot dipping state after engine stop
Three calculating states, offset is calculated under three calculating states using different functions respectively.
In the engine temperature measurement device of second technical solution of the invention, above-mentioned temperature-measuring member is crankangle sensing
Device, the crank angle sensor are set to position opposite with the periphery of rotor on the cylinder body of engine, and above-mentioned control unit is based on detection
The coil resistance of the above-mentioned crank angle sensor gone out calculates coil temperature, and is found out plus offset using coil temperature
Engine temperature.
In the engine temperature measurement device of third technical solution of the present invention, above-mentioned control unit further includes that operating mode divides mould
Operation Conditions before engine stop are divided into six kinds of works by block, the operating mode division module according to engine load and the duration of runs
Condition.
In the engine temperature measurement device of 4th technical solution of the invention, above-mentioned operating mode division module according to engine from
The coil temperature climbing for starting stopped process marks off the first operating mode and the 4th operating mode.
In the engine temperature measurement device of 5th technical solution of the invention, for above-mentioned six kinds of operating modes, above-mentioned calculating shape
The process being under hot dipping state after above-mentioned engine stop is divided into three calculating states, above-mentioned control by state division module respectively
Portion processed calculates offset using different functions respectively.
In the engine temperature measurement device of 6th technical solution of the invention, above-mentioned calculating state demarcation module will be from starting
Calculating state 1 is divided into until at the time of (engine temperature-coil temperature) is begun to decline at the time of after machine just stopping, it will
It is drawn until from the time of (engine temperature-coil temperature) is begun to decline to (engine temperature-coil temperature)=0 at the time of
It is divided into calculating state 2, will be divided into until at the time of being judged as cold at the time of (engine temperature-coil temperature)=0
Calculating state 3.
In the engine temperature measurement device of 7th technical solution of the invention, as Ta ＞ Ta1, if Rc ＞ Rc1H, draw
It is divided into the first operating mode, if Rc≤Rc1H, and t '≤t1H, then it is divided into the second operating mode, if Rc≤Rc1H, and t ' ＞ t1H, then it draws
It is divided into third operating mode, as Ta≤Ta1, if Rc ＞ Rc1L, are divided into the 4th operating mode, if Rc≤Rc1L, and t '≤t1L, then
It is divided into the 5th operating mode, if Rc≤Rc1L, and t ' ＞ t1L, then it is divided into the 6th operating mode, wherein Ta is environment temperature, and Ta1 is
Preset temperature, Rc are the climbing of coil temperature, and Rc1H is the first default climbing of coil temperature, and Rc1L is coil temperature
Second default climbing, t ' are the total run times of this engine, and under conditions of Ta ＞ Ta1, engine idling operation arrives
Savings heat when the heat that the t1H moment is put aside tends towards stability with engine savings heat is suitable, in the condition of Ta≤Ta1
Under, the savings heat phase when heat that engine idling operation to t1L moment is put aside tends towards stability with engine savings heat
When.
In the engine temperature assay method of the 8th technical solution of the invention, control unit is based on the temperature measuring detected
The resistance value of component calculates resistance temperature, and finds out engine temperature, above-mentioned temperature plus offset using resistance temperature
It measures component and is set to engine or the position close to engine, including calculate state demarcation step, walked in the calculating state demarcation
In rapid, the process being under hot dipping state after above-mentioned engine stop is divided into three calculating states, shape is calculated at this three
Under state offset is calculated using different functions respectively.
Further include operating mode partiting step, in the work in the engine temperature assay method of the 9th technical solution of the invention
In condition partiting step, the Operation Conditions before engine stop are divided by six kinds of operating modes according to engine load and the duration of runs.
In the engine temperature assay method of the tenth technical solution of the invention, in above-mentioned operating mode partiting step, according to
Engine marks off the first operating mode and the 4th operating mode from the climbing started to the coil temperature of stopped process.
Using volume production MC (motorcycle) vehicle (1, engine exhaust amount 125cc, natural cooling), not to following two kinds
The difference of the measured value and the engine temperature being calculated of engine temperature is compared under same engine operating conditions.It will
Identical room temperature, heat of engine when engine just stops under the same engine duration of runs are big, and (omitted below is engine thermal
Amount is big) the case where, be set as engine operating conditions 1, by identical room temperature, engine just stops under the same engine duration of runs when
Heat of engine small (omitted below for heat of engine small) the case where, be set as engine operating conditions 2.
It is as shown in figure 16 that engine temperature in the prior art calculates method.Engine stop-state after moment tz
Under, the calculating of engine temperature uses the offset of the small side of heat of engine.At this point, the side of heat of engine greatly is sending out
After motivation stops in the sampled point of passed through time, the difference of the measured value of engine temperature and the engine temperature being calculated
Lower limit error is 47 DEG C, and the engine temperature being calculated is less than normal more, the upper limit error of the difference of the small side of heat of engine
It it is 6 DEG C, whole error is 53 DEG C.
According to the engine temperature measurement device of the first technical solution, effect is as shown in figure 17, although heat of engine
The upper limit error of a small side increases, but global error drops to 48 DEG C from original 53 DEG C.
According to the engine temperature measurement device of the 7th technical solution, effect is as shown in figure 18.Although calculating state 1
With the function that in calculating state 3 two kinds of Operation Conditions have been used with identical offset, but to different fortune in calculating state 2
Condition of changing a job has used different offsets.Global error is compared with the engine temperature measurement device of embodiment one, further
Drop to 12.6 DEG C (5.6 DEG C+7 DEG C) from 48 DEG C (22 DEG C+26 DEG C).
Description of the drawings
Fig. 1 is the structure chart of the engine temperature measurement device of an embodiment of the present invention.
Fig. 2 is the electrical structure diagram for the structure for indicating control unit.
Fig. 3 is the sequence diagram for indicating when engine operates and operating the variation of engine temperature and coil temperature when stopping.
Fig. 4 is the figure for the relationship for indicating coil resistance and coil temperature.
Fig. 5 is the figure for the relationship for indicating coil temperature rising value and temperature addition calculated value β.
Fig. 6 is the figure for the signal waveform for indicating to export from crank angle sensor.
Fig. 7 is the figure for distinguishing calculating state after indicating engine stop under hot dipping state.
Fig. 8 is to indicate to be shown what the Operation Conditions before engine stop were divided according to engine load and the duration of runs
It is intended to.
Fig. 9 is the schematic diagram for indicating to be marked off the first operating mode and the 4th operating mode with Rc.
Figure 10 is the figure of coil temperature and the relationship of time when indicating engine non-cold post-start.
Figure 11 is the chart that engine operating condition is divided according to engine residual heat measurer body.
Figure 12 is indicated under different Operation Conditions, and according to different calculating states, benefit is found out using different functions
Repay the schematic diagram of value α.
Figure 13 is the sequence diagram of the variation of engine temperature and coil temperature when indicating engine operating and after shutting down.
Figure 14 be the coil temperature that is calculated in the case of indicating that heat of engine is different when engine just stops with
The schematic diagram of the difference of actual engine temperature.
Figure 15 is the schematic diagram for indicating to put aside heat under different Operation Conditions.
Figure 16 is to indicate that engine temperature in the prior art calculates the figure of method and its effect.
Figure 17 is that the engine temperature for the engine temperature measurement device for indicating embodiment one calculates method and its effect
Figure.
Figure 18 is that the engine temperature for the engine temperature measurement device for indicating embodiment two calculates method and its effect
Figure.
(symbol description)
10 engines
11 fuselages
49 cooling devices
50 rotors
51 protrusions
60 crank angle sensors
61 coils
70 control units
71 microcomputers
Specific implementation mode
Hereinafter, with reference to attached drawing to by the present invention engine temperature measurement device be installed in air-cooled type engine vehicle
Embodiment illustrate.In the present embodiment, it is assumed that be using air-breathing, compression, expansion, be vented this four strokes as one
A burn cycle is come the four-stroke gasoline engine that operates.In addition, as vehicle, it is assumed that be two-wheeled motor vehicle, engine is
Single-cylinder engine.In the motorcycle, engine is installed in the lower section at seat, and is covered by shield (cover component).
As shown in Figure 1, in the intake channel 12 of engine 10, be equipped with successively from the upstream side air purifier 14,
Throttle valve 16, throttle valve sensor 17 and air inlet pressure sensor 18.Wherein, throttle valve sensor 17 is for detecting throttle valve 16
Aperture, air inlet pressure sensor 18 is used to detect the pressure (admission pressure) of intake channel 12.Throttle valve 16 is by adjusting it
Aperture (throttle opening) adjusts the air inflow to the combustion chamber 20 of engine 10.Operator can be by operating throttle (not shown)
Hand handle adjusts throttle valve opening.In addition, being equipped with bypass path 22 on intake channel 12, the bypass path 22 is by throttle valve 16
Upstream side be connected to downstream side.Engine speed when in order to the idle running of engine 10 controls, logical in bypass
Road 22 is equipped with the solenoid valve 24 that the air inflow for flowing through bypass path 22 is adjusted.
Fuel injection valve 29 is equipped near the air inlet port in the downstream side of air inlet pressure sensor 18 in intake channel 12,
The fuel injection valve 29 will be supplied to from the fuel injection that fuel tank 28 is drawn near above-mentioned air inlet port.From fuel injection valve 29
The mixed gas of the fuel and air inlet that spray supply is fed into combustion chamber 20 by the opening action of intake valve 32.
It is supplied to the discharge spark of spark plug 34 of the mixed gas of combustion chamber 20 because being projected into combustion chamber 20 due to is ignited
For burning.The heat that mixed gas burning generates is converted into the rotation of the output shaft (crank axle) 38 of engine 10 by piston 36
Rotate energy.In addition, applying the high voltage of igniting to spark plug 34 by being used as the ignition coil of igniter.It is mixed after burning
It closes gas and exhaust channel 42 is discharged to as exhaust gas by the opening action of air bleeding valve 40.
Magnet-type generator amature 50 (hereinafter referred to rotor 50) is installed on crank axle 38, the rotor 50 is in periphery
It is formed with the protrusion of crank position signal.As shown in Fig. 2, the peripheral part of rotor 50 be detected part, peripheral part across
Defined rotation angle is equipped with multiple raised 51.In addition, in the peripheral part of rotor 50, it will be in configure at equal intervals multiple raised 51
One (or) two remove, to form the toothless portion) 52 as reference position.In the present embodiment, protrusion 51 is shown greatly
30 DEG C of A (crankangle) equally spaced configure, and the interval of 60 DEG C of A is formed only at toothless portion) 52.In addition, protrusion 51 quantity and
It can be the interval of 10 DEG C of A every being arbitrary, can also be the interval of 60 DEG C of A.
The position opposite with the periphery of rotor 50 (protrusion 51) is equipped with crankangle on the fuselage 11 (cylinder body) of engine 10
Sensor 60, using as rotation sensor.More specifically, crank angle sensor 60 is set to the crankcase of fuselage 11.It is bent
Handle angle transducer 60 is the sensor of well known electromagnetic pickup mode, including iron core (not shown), the detection around iron core
Coil 61 (hereinafter referred to as coil 61), the magnet (not shown) that magnetic flux is generated across coil 61.
Rotor 50 follows the rotation of crank axle 38 and synchronously rotates.When the protrusion 51 of 50 periphery of rotor is passed by crankangle
When the position of sensor 60, the bumps of protrusion 51 can make the flux change of the coil 61 by crank angle sensor 60, pass through electromagnetism
Incude and generates electromotive force in coil 61.At this point, in coil 61, it, can be with defined rotation by detecting passing through for protrusion 51
The gyration period exports AC signal (rotation angle signal).In addition, crank angle sensor 60 is in addition to being directly installed in 11 (cylinder of fuselage
Body) other than, it can also be on the pedestal of the stator coil for the generator (ACG) for being arranged close to engine and for detecting
The sensor of the rotation of the rotor of ACG, or it is mounted to the crank angle sensor of crankcase cover side.
The three-way catalyst 46 for purifying NOx, HC and CO in exhaust etc. is equipped in exhaust channel 42.It is urged in ternary
The upstream side of agent 46 be equipped with according to the oxygen concentration in exhaust make output valve binary system change oxygen concentration sensor 48 (with
It is known as O down2Sensor).
In the vehicle (motorcycle) of present embodiment, it is equipped with cooling device (cooling element) 49, which uses
Cooling is forced in making engine of the configuration in shield.Cooling device 49, which has, passes through the driven machinery of the rotation of engine
The fan assembly of formula has the well-known cooling fan being connect with crank axle 38.In addition, being equipped with for from outer on shield
Portion sucks the suction inlet of cooling wind and the outlet for cooling wind to be discharged.After cooling device 49 is driven, cooling wind via
Above-mentioned suction inlet and outlet pass through inside shield.
Control unit 70 is the electronic control unit (ECU) for having microcomputer 71, and microcomputer 71 is based on being stored in
Various programs, the arithmetic expression of storage part to carry out various controls to engine.In this case, it is based on passing through above-mentioned various sensings
The signal that device obtains controls the action of fuel injection valve 29, ignition coil 35, to control the operating condition of engine 10.
Control unit 70, which is set to, is not easily susceptible to the position that the temperature of engine 10 influences, such as it is set to below the seat of vehicle
The position more against the top than engine 10.Control unit 70 is connect with the thermocouple 74 for detecting its temperature.The inspection of the thermocouple 74
Testing temperature will not be influenced by the temperature of engine 10, even if be affected, also can after engine stop not by
The temperature change of engine 10 influences the ambient temperature (external air temperature) that ground is reduced to vehicle quickly.
But, crank angle sensor 60 is due to being directly installed in cylinder body 11 (fuselage), have with engine temperature Te
It closes.So in the present embodiment, the temperature of engine 10 is detected using crank angle sensor 60.That is, control unit
70 detect the resistance value of the coil 61 of crank angle sensor 60 when engine 10 stops and under operating condition, based on what is detected
Coil resistance calculates engine temperature Te.Above-mentioned crank angle sensor 60 is equivalent to the temperature-measuring member of the present invention.
Hereinafter, being illustrated to its structure.
First, detection function is rotated to the basic function of crank angle sensor 60 to illustrate.Control unit 70 is equipped with
The AC signal exported from crank angle sensor 60 is converted to arteries and veins by waveform shaping circuit 62 in waveform shaping circuit 62
Rush signal.Microcomputer 71 is calculated according to the interval (time interval) of the pulse signal exported from waveform shaping circuit 62
The rotating speed of engine 10.
In rotor 50, toothless portion) is different with the rotation angle interval of angle signal at the position other than it, so, pulse letter
Number interval it is also different, interval difference of the control unit 70 based on pulse signal detects hypodontia position (reference position).
Next, to calculating the function of engine temperature Te by detecting the coil resistance of crank angle sensor 60
It illustrates.Control unit 70 includes：Energization element, that is, conducting parts 72 for being powered to coil 61；Coil is carried out to conducting parts 72
The voltage detection department 73 that the voltage value of coil 61 is detected is applied to when energization.Pass through the electricity detected by voltage detection department 73
Pressure value and the current value of coil 61 is flowed through to find out coil resistance, microcomputer 71 is calculated based on coil resistance to be started
Machine temperature Te.
Conducting parts 72 include constant voltage supply 72a (voltage vcc), the bipolar transistor 72b and 72c of positive-negative-positive, resistance section
72d (resistance value R1) and resistance section 72e (resistance value R1), switch 72f.Bipolar transistor 72b, 72c form current mirror electricity
The pedestal on road, bipolar transistor 72b, 72c is connected with each other, and the interconnecting piece of pedestal connects with the collector of bipolar transistor 72c
It connects.In addition, the emitter of bipolar transistor 72b, 72c are connect with power supply 72a respectively.The collector of bipolar transistor 72c
Side is connect with resistance section 72e, and voltage detection department 73, coil 61, waveform shaping electricity are connected in parallel in the other end of resistance section 72e
Road 62.On the other hand, the collector side of bipolar transistor 72b is connect with resistance section 72d, is connected in the other end of resistance section 72d
It is connected to switch 72f.Switch 72f is, for example, semiconductor switch, is switched based on the command signal from microcomputer 71 bipolar
The conduction and non-conduction of transistor npn npn 72b.
It is ambipolar when switch 72f is closed and keeps bipolar transistor 72b in the conduction state according to above structure
Transistor 72c also becomes conducting state, from bipolar transistor 72b output currents IS (IS=Vcc/R1).From bipolar transistor
Pipe 72c output currents IS2 (≈ IS).Electric current IS2 is the coil current IS2 for being fed into coil 61.In addition, electric current IS ≈ electricity
Flow IS2, coil current IS2=IS=Vcc/R1.In addition, detecting the coil electricity for being applied to coil 61 by voltage detection department 73
Press VRS.By the above operation, microcomputer 71 can calculate coil resistance RS, RS=VSR/IS2.
Fig. 3 be indicate engine 10 operate when and operating stop when engine temperature Te and coil temperature Tc variation when
Sequence figure.Here, engine temperature Te is the body temperature (temperature near the combustion chamber of cylinder cover or cylinder body near combustion chamber 20
Degree), coil temperature Tc is the temperature of the coil 61 of crank angle sensor 60.In this sequence diagram, in moment ts, engine 10 exists
It starts under normal temperature state, then, stops in the operating of moment tz, engine 10.After moment tz, engine, which is in, stops shape
State (hot dipping state).It is about 50 minutes or so between ts~tz.
As shown in figure 3, in the engine start of moment ts, engine temperature Te is consistent with coil temperature Tc.It
It is all identical as extraneous gas temperature.As engine 10 starts running, engine temperature Te, coil temperature Tc rise.
In engine operation process (ts~tz), engine 10 is cooled down by cooling device 49, come inhibit engine temperature Te,
The rising of coil temperature Tc.At this point, particularly with fuselage and crank angle sensor 60, their cooling degree is different, and starts
Machine is integrally compared, and crank angle sensor 60 is big by the cooling effect of fan coolling.So in engine temperature Te and coil temperature
It will produce temperature difference between Tc.That is, the position near the combustion chamber of fuselage is not sufficiently cooled, the temperature of diagram is generated
Degree is poor.
On the other hand, under the engine stop-state after moment tz, the cooling of cooling device 49 stops, engine 10
It is cooled down by natural heat dissipation.Further, since engine just stop after shield in deposit heat can make coil temperature Tc it is temporary on
It rises, is continuously decreased with together with engine temperature Te after reaching near engine temperature Te.That is, just having stopped in engine 10
After only, (with reference to Fig. 3, short time later moment tz) during not reaching engine temperature Te there are coil temperature Tc.
As described above, in the operation process of engine 10 and after stopping, the pass of engine temperature Te and coil temperature Tc
System is different.In engine operation process, although engine temperature Te and coil temperature Tc has correlation, by
In the cooling effect (comprising air-cooled in traveling) of cooling device 49, engine temperature Te and coil temperature Tc will produce temperature difference
(temperature becomes different).In contrast, after engine stop, other than certain period after just stopping, engine temperature
Te and coil temperature Tc roughly the same (temperature becomes close to).
In the present embodiment, when microcomputer 71 calculates engine using the coil resistance of crank angle sensor 60
When temperature Te, if in the engine operation process, after the amount of cooling water for considering cooling device 49, based on the value of coil resistance come
Calculate engine temperature Te (the first computational methods).In addition, if engine stop-state is in, without considering cooling device 49
Amount of cooling water, be directly based upon the value of coil resistance to calculate engine temperature Te (the second computational methods).
First, the first computational methods in engine operation process are illustrated.
In engine operation process, relationship of the microcomputer 71 based on Fig. 4 calculates coil according to coil resistance
Temperature Tc, also, by coil temperature Tc with because of the heat dissipation capacity of cooling device 49 distributed due to cooling i.e. temperature addition calculated value β phases
Add, to obtain engine temperature Te (Te=Tc+ β).At this point it is possible to which initial temperature when using engine start is as benchmark, root
Temperature addition calculated value β is found out according to the rising value of the coil temperature Tc risen from the initial temperature.Specifically, can for example pass through
The relational expression of Fig. 5 finds out temperature addition calculated value β.In Figure 5, the rising value of coil temperature is bigger, then temperature addition calculated value β is bigger.
At this point, the rising value of coil temperature relationship proportional to temperature addition calculated value β.
Initial temperature when in figure 3, by engine start is set as Ti, Tx at the time of in engine operation process, line
The rising value for enclosing temperature is △ Tco, and temperature addition calculated value β is β 1.At this point, engine temperature Te=Ti+ △ Tco+ β when moment Tx
1。
In engine operation process, in the state that rotor 50 rotates, the coil 61 of crank angle sensor 60 can be temporary
It is powered, under the energized state, during no output AC signal rotates angle signal (during the non-output of signal), detection
Coil resistance.Therefore, more long then better during the non-output of signal for detection coil resistance.In the present embodiment, exist
In the case that engine 10 is in defined low speed rotation state, detection coil resistance value (really passes through voltage detection department 73
Detect voltage).In addition, during crank angle sensor 60 detects toothless portion) 52, detecting the output for rotating angle signal
During being spaced the reference position locally to become larger (during reference position is detected), the detection for carrying out coil resistance (really passes through
Voltage detection department 73 detects voltage).In this regard, being illustrated using Fig. 6.It shows in Fig. 6 and exports from crank angle sensor 60
Signal waveform.
Fig. 6 (a) indicates that the signal waveform of low speed rotation state, Fig. 6 (b) indicate the signal waveform of high speed rotation state.It is logical
Comparison diagram 6 (a), Fig. 6 (b) are crossed it is found that longer during the non-output of signal under low speed rotation state.In Fig. 6 (a), what TA was indicated
Period is during detecting toothless portion) 52.During the hypodontia detects in TA, during being detected than hypodontia during the non-output of signal
It is long during the non-output of signal other than TA.So the detection of coil resistance is carried out in TA during the hypodontia detects.In addition,
The first half (such as during preceding 1/2) of TA, carries out the detection of coil resistance especially during hypodontia detects.Even if in this way,
Make to shorten suddenly during the non-output of signal due to the acceleration of vehicle, is also avoided that error detection coil resistance.
In this way, first, relationship of the microcomputer 71 based on Fig. 4 calculates coil temperature Tc according to coil resistance.So
Afterwards, coil temperature Tc is added with the heat dissipation capacity distributed due to cooling the i.e. temperature addition calculated value β because of cooling device 49, to set out
Motivation temperature Te (Te=Tc+ β).
In the present embodiment, in addition to the coil resistance as described above based on crank angle sensor 60 calculates engine
Other than temperature Te, can also engine temperature Te (thirds be calculated by using the arithmetic expression of the temperature model of engine 10
Computational methods).
In the computational methods, calculate engine 10 burn generated calorific value, due to the cooling of cooling device 49
The temperature variation for making the temperature of engine 10 gradually change finds out engine temperature by being integrated to temperature variation
Te.That is, in engine operation process, when calculating engine temperature using the coil resistance of crank angle sensor 60
It is that defined low-speed running state is in as implementation condition using engine 10, if there is no in low for engine 10 when spending Te
Fast operating condition then calculates engine temperature Te using model calculation formula.Hereinafter, being illustrated to model calculation formula.
First, engine temperature Te can be indicated with following formulas 1.
Te=To+ ∑ △ Te (formula 1)
In formula 1, To is the ambient temperature (extraneous gas temperature) of engine 10, can use the detection temperature of thermocouple 74
As ambient temperature To.In addition, thermocouple 74, which is set to, is not easily susceptible to the position that the temperature of engine 10 influences, in engine stop
Afterwards, detection temperature can reduce, but not be influenced by the temperature change of engine 10.That is, in engine stop
Afterwards, the detection temperature of thermocouple 74 can be reduced to extraneous gas temperature earlier.△ Te are calculated hairs at intervals of set time
The variable quantity of motivation temperature Te, ∑ △ Te are the integrated values of temperature variation △ Te.
Temperature variation △ Te can be calculated by following formulas 2.
△ Te=(Q1-Q2)/C (formula 2)
In formula 2, Q1 is the calorific value of burning gases, and Q2 is the heat dissipation capacity of cooling device 49, and C is the thermal capacitance of engine 10
Amount.
The calorific value Q1 of burning gases can be found out by following formulas 3.
Q1=Ac × HG × (TG-Te) (formula 3)
In formula 3, Ac indicates that the surface area of cylinder, HG indicate that the coefficient of heat conduction of engine 10, TG indicate burning gases
Temperature.Coefficient of heat conduction HG can be found out by following formulas 4.Burning gas temperature TG by engine speed and can for example start
Machine load (pressure of inspiration(Pi)) calculates.
HG=0.244 × (PG × TG) ^ (1/2) × ω ^ (1/3) (formula 4)
In formula 4, PG indicates that combustion-gas pressure, TG indicate that burning gas temperature, ω indicate piston speed.Burning gases
Pressure PG can for example be calculated according to engine speed and engine load (pressure of inspiration(Pi)).Piston speed ω can be according to starting
Machine rotating speed calculates.
In addition, the heat dissipation capacity Q2 of cooling device 49 can be found out by formula 5.
Q2=Af × HC × (Te-To) (formula 5)
In formula 5, Af indicates that the surface area of cooling device 49 (cooling fan), HC indicate the heat transfer system of cooling device 49
Number.
In this way, engine temperature Te can be calculated by above-mentioned formula (1)~formula (5).
Next, being illustrated to the second computational methods under engine stop-state.
Fig. 7 is the figure for distinguishing calculating state after indicating engine stop under hot dipping state.
In the present embodiment, as shown in fig. 7, the process after engine stop is divided into three calculating states.Wherein,
At the time of t0 is begun to decline to (engine temperature Te- coil temperature Tc) at the time of after engine just stopping (under different operating modes most
It is long) calculating state 1 is divided into until t1, (longest) t2 is at the time of from t1 to (engine temperature Te- coil temperature Tc)=0
It is only divided into calculating state 2, calculating state 3 is divided into until t2 to t3 at the time of being judged as cold (Tc-Ta ＜ 2).
In above three calculating state offset is calculated using different functions respectively.Specifically, calculating
It (can be looked by table using function f1, α=f1 (x)=f1 (coil temperature Tc- environment temperature Ta)=calibration table in state 1
Go out).In calculating state 2 using function f2, α=f2 (x)=f2 (electric thermo-couple temperature T1- environment temperature Ta)=f2 (after shutdown
By the time)=a × lnx+b.Function f3, α=f3 (x)=f3 (electric thermo-couple temperature T1- environment temperature are used in calculating state 3
Spend Ta)=f3 (by the time after shutdown)=A (constant value).
Further, since the Operation Conditions before engine stop are different, coil temperature Tc and engine temperature Te can be caused
Relationship is different.So further, to the fortune before engine stop within the scope of the operation storage capacity of control unit of engine
Condition of changing a job carries out careful division.
In the present embodiment, for example, by using the model split engine operating condition of following table 1.
Table 1
Specific division methods are as shown in Figure 8.
Fig. 8 is to indicate to be shown what the Operation Conditions before engine stop were divided according to engine load and the duration of runs
It is intended to.Wherein, under conditions of Ta ＞ Ta1, heat and engine that engine idling operation to t 1H moment is put aside are put aside
Savings heat when heat tends towards stability is suitable, and under conditions of Ta≤Ta1, engine idling operation to t1L moment is put aside
Savings heat of heat and engine savings heat when tending towards stability it is suitable.
First, the environment temperature residing for engine is divided into Ta ＞ Ta1 and Ta≤Ta1 both of these case, wherein Ta
Indicate environment temperature, Ta1 is preset temperature, for example, 20 DEG C.Fig. 8 (a) shows a case that under Ta ＞ Ta1, i.e. room temperature pattern,
Fig. 8 (b) is shown a case that under Ta≤Ta1, i.e. low temperature mode.
In Fig. 8 (a), horizontal axis indicates that the duration of runs t before engine stop, the longitudinal axis indicate coil temperature after engine stop
Degree Tc elapsed time t when being down to close with engine temperature Te, the curve in coordinate system indicate room temperature throttle wide pattern and
The functional relation of room temperature idle mode.Definition about room temperature throttle wide pattern and room temperature idle mode will be carried out hereinafter
It is described in detail.
In Fig. 8 (a), the first operating mode, the second operating mode and third operating mode are marked off according to engine savings heat.Such as Fig. 8
(a) shown in, the first operating mode indicates to have put aside more heat in shorter duration of runs intrinsic motivation under room temperature, leads to engine
Pass through time t longer until coil temperature Tc=engine temperatures Te after stopping.Next, marking off according to convergence process
Two operating modes.As shown in Fig. 8 (a), other than the first operating mode including convergence process is the second operating mode the case where interior.Second operating mode with
Outer situation is third operating mode.
In the same manner as Fig. 8 (a), in Fig. 8 (b), horizontal axis indicates that the duration of runs t before engine stop, the longitudinal axis indicate hair
Coil temperature Tc elapsed time t when being down to close with engine temperature Te after motivation stops, the curve in coordinate system indicate low
The functional relation of warm throttle wide pattern and low temperature idle mode.About determining for low temperature throttle full opening mode and low temperature idle mode
Justice will become clear from the description below.
In Fig. 8 (b), the 4th operating mode, the 5th operating mode and the 6th operating mode are marked off according to engine savings heat.Such as Fig. 8
(b) shown in, the 4th operating mode indicates to have put aside more heat in shorter duration of runs intrinsic motivation under low temperature, leads to engine
Pass through time t longer until coil temperature Tc=engine temperatures Te after stopping.Next, marking off according to convergence process
Five operating modes.As shown in Fig. 8 (b), other than the 4th operating mode including convergence process is the 5th operating mode the case where interior.5th operating mode with
Outer situation is the 6th operating mode.
About low temperature throttle full opening mode, stroke of room temperature throttle wide pattern, low temperature idle mode, room temperature idle mode
Point, it is carried out according to table 2.
Table 2
As shown in table 2, low temperature throttle full opening mode refer at low temperature, i.e. the lowest temperature of vehicle use environment, such as-
In the case of 10 DEG C, throttle wide climbs 5 ° of slope with the speed of 40~50Km/h.Room temperature throttle wide pattern refer in room temperature,
Such as in the case of 25 DEG C ± 5 DEG C, throttle wide climbs 5 ° of slope with the speed of 40~50Km/h.Low temperature idle mode refer to
Under low temperature, i.e. the lowest temperature of vehicle use environment, such as in the case of -10 DEG C, idle running, dead ship condition idle running.Room temperature is empty
Rotary-die type refers to the idle running in the case of room temperature such as 25 DEG C ± 5 DEG C, dead ship condition idle running.
It, can be with as shown in figure 9, by engine from start to stopping as the method for dividing the first operating mode and the 4th operating mode
Only the climbing of the coil temperature of process is divided.Fig. 9 is to indicate to mark off showing for the first operating mode and the 4th operating mode with Rc
It is intended to.
First, the environment temperature residing for engine is divided into Ta ＞ Ta1 and Ta≤Ta1 both of these case, wherein Ta
Indicate environment temperature, Ta1 is constant, for example, 20 DEG C.Fig. 9 (a) shows a case that under Ta ＞ Ta1, i.e. room temperature pattern, Fig. 9
(b) it shows a case that under Ta≤Ta1, i.e. low temperature mode.
In Fig. 9 (a), horizontal axis indicates that the duration of runs t before engine stop, the longitudinal axis indicate the climbing of coil temperature
Rc, the curve in coordinate system indicate the functional relation of room temperature throttle wide pattern and room temperature idle mode.
As shown in Fig. 9 (a), it is divided into the two regions Rc ＞ Rc1H and Rc≤Rc1H, wherein Rc1H is coil temperature
First default climbing, for example, 0.098 (DEG C/s).The intersection point of the curve of the room temperature throttle wide pattern of Rc1H lines and the top
Place, the duration of runs t=tacH of engine, after this duration of runs, no matter engine is with which kind of mode operation, Rc ＜ Rc1H.
The case where Rc ＞ Rc1H, is divided into the first operating mode.
In the same manner as Fig. 9 (a), in Fig. 9 (b), horizontal axis indicates that the duration of runs t before engine stop, the longitudinal axis indicate line
The climbing Rc of temperature is enclosed, the curve in coordinate system indicates the functional relation of low-temperature oil door full opening mode and low temperature idle mode.
As shown in Fig. 9 (b), it is divided into the two regions Rc ＞ Rc1L and Rc≤Rc1L, wherein Rc1L is coil temperature
Second default climbing, for example, 0.09 (DEG C/s).The intersection point of the curve of Rc1L lines and the low temperature throttle full opening mode of the top
Place, the duration of runs t=tacL of engine, after this duration of runs, no matter engine is with which kind of mode operation, Rc ＜ Rc1L.
The case where Rc ＞ Rc1L, is divided into the 4th operating mode.
About the climbing Rc of coil temperature, when engine cold starts, the climbing Rc=coil temperature of coil temperature
The variation delta Tc/ engine run times t=of degree is (when coil temperature Tct- engine low-temperature starting-ups when engine stop
Coil temperature Tc0)/engine run time t.
When the non-cold post-start of engine, as shown in Figure 10, the remaining heat of engine operation cycle for several times has made before
Coil temperature and environment temperature Ta when dynamic is inconsistent, but is provided with initial value Tc0.Assuming that these remaining heats are in tx
Interior savings, then the climbing Rc=(Tct-Ta) of coil temperature/t=(Tct-Ta)/(tx+t '), wherein t ' is this time to send out
The total run time of motivation.Rc=(Tct-Ta)/(tx+t ') ＜ Rc '=(Tct-Ta)/t ', but tx has no way of learning, so
Rc cannot be calculated directly, can not directly distinguish the Operation Conditions of engine.
At this point, engine operating condition can be distinguished under certain conditions, but (as schemed the case where also cannot distinguish between
11).In the case where cannot distinguish between engine operating condition, only pass through the method (method shown in Figure 17) of partitioned operation state
Engine temperature is calculated.
Figure 11 is the chart that engine operating condition is divided according to engine residual heat measurer body.
As shown in figure 11, in the case where no engine amount of residual heat or engine amount of residual heat do not influence, work as Ta
＞ Ta1 (being, for example, 20 DEG C), if Rc=Rc ' ＞ Rc1H, are divided into the first operating mode, if Rc=Rc '≤Rc1H, and t '≤t1H,
It is then divided into the second operating mode, if Rc=Rc '≤Rc1H, and t ' ＞ t1H, then it is divided into third operating mode.As Ta≤Ta1, if Rc=
Rc ' ＞ Rc1L, then be divided into the 4th operating mode, if Rc=Rc '≤Rc1L, and t '≤t1L, then it is divided into the 5th operating mode, if Rc=
Rc '≤Rc1L, and t ' ＞ t1L, then be divided into the 6th operating mode.
After the division for having carried out calculating state and engine operating condition as described above, benefit is found out according to different functions
Value α is repaid, then, according to Te=Tc+ α, engine temperature Te can be calculated.
Circular is as shown in figure 12.Figure 12 is indicated under different Operation Conditions, according to different calculating shapes
State finds out the schematic diagram of offset α using different functions.
In fig. 12, when the Operation Conditions before engine stop are the first operating mode, the function under each calculating state is
F11, f12, f13, the switching point between each calculating state are t11, t12, t13.
When Operation Conditions before engine stop are the second operating mode, the function under each calculating state is f21, f22, f23,
Switching point between each calculating state is t21, t22, t23.
When Operation Conditions before engine stop are third operating mode, the function under each calculating state is f31, f32, f33,
Switching point between each calculating state is t31, t32, t33.
When Operation Conditions before engine stop are four operating modes, the function under each calculating state is f41, f42, f43,
Switching point between each calculating state is t41, t42, t43.
When Operation Conditions before engine stop are five operating modes, the function under each calculating state is f51, f52, f53,
Switching point between each calculating state is t51, t52, t53.
When Operation Conditions before engine stop are six operating modes, the function under each calculating state is f61, f62, f63,
Switching point between each calculating state is t61, t62, t63.
The specific functional expression of f11~f63 is as shown in table 3.
Table 3
According to table 2 it is found that for example, the first operating mode, the function calculated under state 1 are f11, α=f11 (x)=f11 (coils
Temperature Tc- environment temperature Ta), table can be demarcated by inquiry and obtained.First operating mode, the function calculated under state 2 are f12, α
=f12 (x)=f12 (electric thermo-couple temperature T1- environment temperature Ta)=f12 (by the time after shutdown)=a1 × lnx+b1,
In, a1, x, b1 are constant.First operating mode, the function calculated under state 3 are f13, α=f13 (x)=f13 (electric thermo-couple temperatures
T1- environment temperature Ta)=f13 (by the time after shutdown)=Con1, wherein Con1 is constant.
In addition, the different engine operating conditions under identical calculations state can also use identical compensation value function.Example
Such as f11=f21=f31=f41=f51=f61.
In addition to the process being under hot dipping state after the engine stop is divided into three calculating states as described above
In addition, calculating state can also further be divided according to required precision, such as is divided into four calculating states.
In such a case it is possible to which calculating state 1 is divided into two calculating states as described below.
It is specific as follows：T0 is begun to decline to (engine temperature Te- coil temperature Tc) at the time of after engine just stopping
It is divided into calculating state 1 until moment (longest under different operating modes) t1/2, t1/2~t is divided into calculating state 4.Calculating state 2,
3 division remains unchanged.Function of the calculating state 1,4 under different Operation Conditions is as shown in the table.
Table 4
It is equally possible that calculating state 1 is divided into more than two calculating states, and it is applicable in specific calibration table
Function.
In addition, other calculating states can also handle accordingly to increase calculating state, to improve precision.
In addition, other than the Operation Conditions before the engine stop are divided into six operating modes as described above, may be used also
Further to be divided according to required precision.For example, room temperature is divided into three sections, increase preset temperature Ta2 (Ta2 ＜
), Ta1 and use the model split of following table 5 for nine Operation Conditions.
Table 5
It is equally possible that room temperature is divided into more than four sections.
In addition, can also will for example be divided into three sections the duration of runs, the model split of following table 6 is used to be transported for eight
It changes a job condition.
Table 6
It is equally possible that the duration of runs to be divided into three or more sections.
More than, according to preferred embodiment, the present invention is described.It is understood, however, that can not depart from
In the case of the thought of the present invention, the present invention is realized in various ways.Therefore, the present invention be understood to include it is all can
Can embodiment and do not depart from may be implemented in the scope of the inventive concept that claims are illustrated to above-mentioned reality
Apply the modification of mode.
For example, Operation Conditions before engine stop can also according in operation process mean air entry pressure and when operating
Between divided.Calculating state is divided using elapsed time after engine stop, can also utilize engine
Second temperature test section after stopping in controller, another thermocouple for being set to control unit 70 detect temperature T2 with according to the
The poor Δ T of the environment temperature Ta that the temperature T1 that one temperature detecting part, i.e. thermocouple 74 detect is calculated speculates engine
Elapsed time after stopping.
The embodiment that the engine temperature measurement device of the present invention is installed in two-wheeled motor vehicle is said above
It is bright.But the present invention is readily applicable to be equipped with various types of vehicles of engine, such as four-wheel car, industrial vehicle,
The farming machines such as the construction machines such as crane or truck.It is also possible to mounted on such as co-generation unit
Engine in motive domino effect is used together.In addition, the present invention can be sent out with such as air-cooled engine or multi-cylinder is equipped with
The vehicle of the known engine of motivation is used together.
Claims (10)
1. a kind of engine temperature measurement device, including：
Temperature-measuring member (60), the temperature-measuring member are set to engine (10) or the position close to engine；And
Control unit (70), resistance value of the control unit based on the temperature-measuring member detected calculate resistance temperature, and
Engine temperature is found out plus offset using resistance temperature,
It is characterized in that,
The control unit includes calculating state demarcation module, which will be in heat after the engine stop
Process under leaching state is divided at least three calculating states, uses different functions respectively under at least three calculating state
To calculate offset.
2. engine temperature measurement device as described in claim 1, which is characterized in that
The temperature-measuring member is crank angle sensor, which is set to outer with rotor on the cylinder body of engine
Phase to position,
Coil resistance of the control unit based on the crank angle sensor detected calculates coil temperature, and uses line
Circle temperature finds out engine temperature plus offset.
3. engine temperature measurement device as claimed in claim 2, which is characterized in that
The control unit further includes operating mode division module, which will start according to engine load and the duration of runs
Operation Conditions before machine stops are divided at least six kinds of operating modes.
4. engine temperature measurement device as claimed in claim 3, which is characterized in that
The operating mode division module marks off the first work according to engine from the climbing started to the coil temperature of stopped process
Condition and the 4th operating mode.
5. engine temperature measurement device as described in claim 3 or 4, which is characterized in that
For at least six kinds of operating modes, the calculating state demarcation module will be in hot dipping shape respectively after the engine stop
Process under state is divided at least three calculating states, and the control unit calculates offset using different functions respectively.
6. engine temperature measurement device as described in claim 1, which is characterized in that
The calculating state demarcation module will subtract coil temperature since when engine just stops at the time of to engine temperature
It is divided into calculating state 1 until at the time of decline, will be subtracted from engine temperature at the time of coil temperature is begun to decline to starting
It is divided into calculating state 2 until at the time of machine temperature subtracts coil temperature=0, coil temperature=0 will be subtracted from engine temperature
At the time of calculating state 3 is divided into until at the time of being judged as cold.
7. engine temperature measurement device as claimed in claim 4, which is characterized in that
As Ta ＞ Ta1,
If Rc ＞ Rc1H, are divided into the first operating mode,
If Rc≤Rc1H, and t '≤t1H, then be divided into the second operating mode,
If Rc≤Rc1H, and t ' ＞ t1H, then be divided into third operating mode,
As Ta≤Ta1,
If Rc ＞ Rc1L, are divided into the 4th operating mode,
If Rc≤Rc1L, and t '≤t1L, then be divided into the 5th operating mode,
If Rc≤Rc1L, and t ' ＞ t1L, then be divided into the 6th operating mode,
Wherein, Ta is environment temperature, and Ta1 is preset temperature, and Rc is the climbing of coil temperature, and Rc1H is the first of coil temperature
Default climbing, Rc1L are the second default climbing of coil temperature, and t ' is the total run time of this engine, in Ta ＞
Under conditions of Ta1, the product when heat that engine idling operation to t1H moment is put aside tends towards stability with engine savings heat
Amount of stored heat is suitable, and under conditions of Ta≤Ta1, heat and engine that engine idling operation to t1L moment is put aside are put aside
Savings heat when heat tends towards stability is suitable.
8. a kind of engine temperature assay method, resistance value meter of the control unit (70) based on the temperature-measuring member (60) detected
Resistance temperature is calculated, and engine temperature is found out plus offset using resistance temperature, the temperature-measuring member is set to hair
The position of motivation (10) or close engine, which is characterized in that
Including calculating state demarcation step, in the calculating state demarcation step, hot dipping shape will be in after the engine stop
Calculating state demarcation under state is at least three calculating states,
The control unit calculates offset using different functions respectively under at least three calculating state.
9. engine temperature assay method as claimed in claim 8, which is characterized in that
Further include operating mode partiting step, in the operating mode partiting step, is stopped engine according to engine load and the duration of runs
Operation Conditions before only are divided at least six kinds of operating modes.
10. engine temperature assay method as claimed in claim 9, which is characterized in that
In the operating mode partiting step, the is marked off from the climbing started to the resistance temperature of stopped process according to engine
One operating mode and the 4th operating mode.
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| CN201710485966.2A Pending CN108571395A (en) | 2017-06-23 | 2017-06-23 | Engine temperature measurement device and engine temperature assay method |
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Cited By (1)
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| CN109339964A (en) * | 2018-11-20 | 2019-02-15 | 上海星融汽车科技有限公司 | It is a kind of for optimizing the device and method of electric control diesel system cold starting performance |
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