CONTROL DEVICE FOR AN INTERNAL COMBUSTION ENGINE

Abstract

Internal combustion engine control device (100) comprising a control unit that controls the operating conditions of an internal combustion engine (1) using a pulse output from a crank angle sensor (101) which detects a rotational state of a crankshaft (6) of the internal combustion engine (1) by detecting a plurality of convex teeth (7b) arranged in a radial direction on an outer periphery of a body part (7a) designed as a circular plate element of a pulse generator wheel (7, 7', 7") connected to the crankshaft (6), characterized in that the plurality of convex teeth (7b) has a plurality of short convex teeth (7b1) and a plurality of long convex teeth (7b2), each having circumferential lengths (B2) that are longer than the respective circumferential lengths (B1) of the body part (7a) at the short convex teeth (7b1), wherein the plurality of long convex teeth (7b2) is provided in a first arrangement area over a retard-side angular range of 90 degrees from a top dead center angular position (TDC) of the internal combustion engine (1) on a retard side, and over a lead-side angular range of 90 degrees from the top dead center angular position (TDC) on a lead-side, wherein in a predetermined positional mounting relation of the pulse generator wheel (7, 7', 7") the plurality of short convex teeth (7b1) is provided in a second arrangement area which, in the predetermined positional mounting relation, lies outside the first arrangement area, the control unit detects a rising edge of the pulse output or a falling edge of the pulse output, which is generated successively in time sequence, in accordance with the fact that the crank angle sensor (101) detects circumferential ends (7b11, 7b12, 7b21, 7b22) of a convex tooth from the plurality of short convex teeth (7b1) and the plurality of long convex teeth (7b2), an arithmetic processing operation performed by the control unit, comprising a first cranking process, which is an arithmetic processing operation performed upon detection of a pulse end by the control unit, which is one of the rising and falling edges of the pulse output generated in accordance with the crank angle sensor (101) detecting an end of a tooth that is one of the circumferential ends (7b11, 7b12, 7b21, 7b22) of the plurality of short convex teeth (7b1) and the plurality of long convex teeth (7b2), and a second cranking process, which is an arithmetic processing operation performed upon detection of the other pulse end by the control unit, which is the other of the rising and falling edges of the pulse output generated in accordance with the crank angle sensor (101) detecting another end of the tooth that is the other of the circumferential ends (7b21,7b22) from the multitude of long convex teeth (7b2).

Description

TECHNICAL AREA

[0001] The present invention relates to an internal combustion engine control device and in particular to an internal combustion engine control device that monitors a combustion state of an internal combustion engine mounted on a vehicle. STATE OF THE ART

[0002] In recent years, in order to monitor a combustion state, such as a misfire state, of an internal combustion engine mounted on a vehicle, such as a two-wheeled motor vehicle, a crank angle sensor detects a rotation angle of a pulse generator wheel coupled to a crankshaft of the internal combustion engine, i.e. a crank angle, in order to calculate a change in the crank angle, thereby realizing an internal combustion engine control device that monitors a combustion state of an internal combustion engine.

[0003] Under such circumstances, patent literature 1 refers to an internal combustion engine control device and discloses a configuration in which, if a variation difference between cycles ΔΔω, that is, a difference between a change in a crankshaft angular velocity Δω in a particular cycle and a change in a crankshaft angular velocity Δω in a cycle immediately preceding it, exceeds a predetermined large variation threshold ΔΔω, the cycle is counted as a large variation cycle, and if the number of large variation cycles reaches a predetermined number of misfire detections in a monitoring cycle with a preset number of cycles, a misfire of an engine 12 is assumed and detected.

[0004] Patent literature 2 relates to a crank angle sensor and a crank angle detection device. Specifically, the crank angle sensor signal, which is input into the microcomputer of the engine ECU, is a pulse signal with a rising edge at a predetermined position, such as the rear end position of the detected tooth, and a falling edge at a predetermined position, such as the rear end position of the next detected tooth.

[0005] Patent literature 3 relates to a device for controlling the air-fuel ratio of an internal combustion engine. Specifically, this control device detects the angular acceleration fluctuation from the crankshaft angle sensor information in order to assess the combustion fault condition of the engine (misfire, etc.: combustion condition assessment device). STATE OF THE TECHNOLOGY PATENT DOCUMENT Patent literature 1: JP 2014 - 199 040 A Patent literature 2: JP 2014 - 227 892 A Patent literature 3: JP 2005 - 140 041 A SUMMARY OF THE INVENTION PROBLEM TO BE SOLVED BY THE INVENTION

[0006] However, according to studies conducted by the present inventors, the configuration disclosed in patent literature 1 is intended to accurately detect and assume a misfire using a crankshaft angular velocity difference. If further improvement of accuracy is desired, it becomes necessary to increase the resolution for detecting the crankshaft angular velocity by increasing the number of teeth on the pulse generator wheel. Specifically, according to studies conducted by the present inventors, there are various patterns in a misfire detection target, such as multiple misfires and a single misfire. Therefore, in an internal combustion engine control device for four-wheeled motor vehicles, the number of teeth on the pulse generator wheel is increased to raise the resolution and thus improve the accuracy of misfire detection.

[0007] However, if the number of teeth on the pulse generator wheel is increased, the processing load placed on the control unit by arithmetic processing increases. This processing is initiated every time a pulse is output by the crankshaft angle sensor, and if the control unit lacks sufficient arithmetic processing capacity, the processing may fail at high engine speeds. Since the arithmetic processing capacity of a control unit in a two-wheeled vehicle is often limited, a control unit with high arithmetic processing capacity must be used to handle such a situation, thereby increasing costs.Furthermore, machining to increase the number of teeth on the pulse generator wheel is difficult because the pulse generator wheel diameter of a two-wheeled vehicle is smaller than that of a four-wheeled vehicle. Increasing the number of teeth on the pulse generator wheel therefore also increases the cost.

[0008] In this sense, it is desirable, particularly because an internal combustion engine of a two-wheeled motor vehicle, compared to an internal combustion engine of a four-wheeled motor vehicle, has a greater chance of being operated up to a high engine speed range, that an internal combustion engine control device for the two-wheeled motor vehicle be cost-effective. It is therefore difficult to apply an internal combustion engine control device from a four-wheeled motor vehicle to a two-wheeled motor vehicle, and it was desirable to develop an internal combustion engine control device with a novel configuration.

[0009] The present invention was achieved in view of the above studies and an object of the present invention is to provide an internal combustion engine control device that can improve the detection accuracy of a combustion state of an internal combustion engine mounted on a vehicle, such as a two-wheeled motor vehicle, with a simple configuration. MEANS TO SOLVE THE PROBLEM

[0010] To achieve the above objective, a first aspect of the present invention is an internal combustion engine control device comprising a control unit that controls the operating conditions of an internal combustion engine using a pulse output from a crank angle sensor, which detects a rotational state of a crankshaft of the internal combustion engine by detecting a plurality of convex teeth arranged radially on an outer periphery of a body part of a pulse generator wheel connected to the crankshaft, which is designed as a circular plate element, wherein the plurality of convex teeth comprise a plurality of short convex teeth and a plurality of long convex teeth, each having circumferential lengths that are longer than the respective circumferential lengths of the body part on the short convex teeth.wherein the plurality of long convex teeth in a first arrangement area is provided over a retard-side angular range of 90 degrees from a top dead center angular position of the internal combustion engine on a retard side, and over a lead-side angular range of 90 degrees from the top dead center angular position on a lead-side in a predetermined positional mounting relation of the pulse generator wheel, while the plurality of short convex teeth in a second arrangement area, which in the predetermined positional mounting relation lies outside the first arrangement area, the control unit detects a rising edge of the pulse output or a falling edge of the pulse output, which is generated sequentially in time, in accordance with the fact that the crank angle sensor detects circumferential ends of a convex tooth from the plurality of short convex teeth and the plurality of long convex teeth,and wherein an arithmetic processing performed by the control unit comprises a first cranking process, which is an arithmetic processing performed upon detection of a pulse end by the control unit, which is one of the rising and falling edges of the pulse output, generated in accordance with the crank angle sensor detecting an end of a tooth, which is one of the circumferential ends from the plurality of short convex teeth and the plurality of long convex teeth, and a second cranking process, which is an arithmetic processing performed upon detection of the other pulse end by the control unit, which is the other of the rising and falling edges of the pulse output, generated in accordance with the crank angle sensor detecting another end of the tooth,that the other of the circumferential ends is made up of the multitude of long convex teeth.

[0011] According to a second aspect of the present invention, in addition to the first aspect, the control unit calculates an angular velocity of the crankshaft in the second cranking process according to an execution time of the second cranking process when the other pulse end of the pulse output is generated, which is generated in accordance with the crank angle sensor detecting the other end of the tooth, and calculates the angular velocity in the first cranking process according to an execution time of the first cranking process when the pulse end of the pulse output is generated, which is generated in accordance with the crank angle sensor detecting the end of the tooth, and determines a misfire of the internal combustion engine based on changes in the timing of the angular velocity using the angular velocity calculated in the first cranking process and the angular velocity.which is calculated in the second cranking process when the second cranking process is carried out.

[0012] According to a third aspect of the present invention, in addition to the second aspect, the plurality of long convex teeth comprises only a first long convex tooth provided in the retard side angular region in the predetermined positional mounting relation of the pulse generator wheel, and only a second long convex tooth provided in the forward side angular region in the predetermined positional mounting relation of the pulse generator wheel, and contains the pulse output, generated in accordance with the fact that the crank angle sensor detects the other end of the tooth, and which comprises only the rising flank and the falling flank forming a first pair in the retard side angular region, and only the rising flank and the falling flank forming a second pair in the forward side angular region.

[0013] According to a fourth aspect of the present invention, in addition to any of the second to third aspects, when the other pulse end of the pulse output is detected, which is generated in accordance with the crank angle sensor detecting the other end of the tooth, the control unit performs the second cranking process in a state where there is no external load on the internal combustion engine and does not perform the second cranking process in a state where there is an external load on the internal combustion engine.

[0014] According to a fifth aspect of the present invention, in addition to one of the second to fourth aspects, when the other pulse end of the pulse output is detected, which is generated in accordance with the crank angle sensor detecting the other end of the tooth, the control unit performs the second cranking process when the rotational speed of the internal combustion engine is equal to or less than a predetermined rotational speed and does not perform the second cranking process when the rotational speed of the internal combustion engine exceeds the predetermined rotational speed.

[0015] According to a sixth aspect of the present invention, in addition to aspects two through five, when the other end of the pulse output is detected, which is generated in accordance with the crank angle sensor detecting the other end of the tooth, the control unit performs the second cranking process if the amount of change in an accelerator pedal opening degree with respect to the internal combustion engine is equal to or less than a predetermined value, or if the amount of change in an internal combustion engine speed is equal to or less than a predetermined value, and does not perform the second cranking process if the amount of change in the accelerator pedal opening degree exceeds the predetermined value, or if the amount of change in the speed exceeds the predetermined value.

[0016] According to a seventh aspect of the present invention, in addition to one of the first to the sixth aspects, the control unit carries out the first cranking process by a number of embodiments which is greater than that of the second cranking process in one cycle of the internal combustion engine.

[0017] According to an eighth aspect of the present invention, in addition to one of the first to the seventh aspects, the control unit detects an angular reference position of the crankshaft in the first cranking process. IMPACT OF THE INVENTION

[0018] In the internal combustion engine control device according to the first aspect of the present invention, the plurality of convex teeth comprises a plurality of short convex teeth and a plurality of long convex teeth, each having circumferential lengths longer than the respective circumferential lengths of the body part on the short convex teeth. The plurality of long convex teeth is provided in a first arrangement area over a retard-side angular range of 90 degrees from a top dead center angular position of the internal combustion engine on a retard side, and over a lead-side angular range of 90 degrees from the top dead center angular position on a lead-side, in a predetermined positional mounting relationship of the pulse generator wheel. The plurality of short convex teeth is provided in a second arrangement area, which lies outside the first arrangement area in the predetermined positional mounting relationship.A control unit detects a rising edge and a falling edge of a pulse output, generating sequentially in time in accordance with the crank angle sensor detecting circumferential ends of a convex tooth from the plurality of short convex teeth and the plurality of long convex teeth. An arithmetic processing operation performed by the control unit includes a first crank process, which is an arithmetic operation performed upon detection of a pulse end by the control unit, which is one of the rising edge and the falling edge of the pulse output generated in accordance with the crank angle sensor detecting an end of a tooth, which is one of the circumferential ends from the plurality of short convex teeth and the plurality of long convex teeth, and a second crank process, which is an arithmetic operation.This is carried out when the control unit detects the other end of the pulse, which is the other of the rising and falling edges of the pulse output. This is generated in accordance with the crank angle sensor detecting another end of the tooth, which is the other of the circumferential ends from the multitude of long convex teeth. The detection accuracy of a combustion state in an internal combustion engine mounted on a vehicle, such as a two-wheeled motor vehicle, can therefore be improved with a simple configuration. In particular, the monitoring resolution of variations in crank angle speed can be improved in a mode where the arithmetic processing load of the control unit is kept low. Furthermore, the control unit can perform the second cranking operation within a necessary and sufficient angular range of the crank angle.

[0019] In the internal combustion engine control device according to the second aspect of the present invention, the control unit calculates an angular velocity of the crankshaft in the second cranking process according to an execution time of the second cranking process when the other pulse end of the pulse output is generated, which is generated in accordance with the fact that the crank angle sensor detects the other end of the tooth, and calculates the angular velocity in the first cranking process according to an execution time of the first cranking process when the pulse end of the pulse output is generated, which is generated in accordance with the fact that the crank angle sensor detects the end of the tooth.Furthermore, the control unit determines whether an internal combustion engine misfire occurs based on changes in angular velocity over time. This is achieved using the angular velocity calculated during the first cranking cycle and the angular velocity calculated during the second cranking cycle. Therefore, the monitoring resolution of variations in crankshaft angular velocity can be improved, and the detection of an internal combustion engine misfire can be performed more accurately.

[0020] In the internal combustion engine control device according to the third aspect of the present invention, the plurality of long convex teeth comprises only a first long convex tooth, which is provided in the retard side angular region in the predetermined positional mounting relation of the pulse generator wheel, and only a second long convex tooth, which is provided in the lead side angular region in the predetermined positional mounting relation of the pulse generator wheel, and the pulse output, generated in accordance with the crank angle sensor detecting the other end of the tooth, comprises only a rising flank and a falling flank, which form a first pair in the retard side angular region, and a rising flank and a falling flank, which form a second pair in the lead side angular region.The control unit can therefore simplify and perform the second cranking process within a necessary and minimal angular range of the crank angle.

[0021] In the internal combustion engine control device according to the fourth aspect of the present invention, when the other pulse end of the pulse output is detected (generated in accordance with the crank angle sensor detecting the other end of the tooth), the control unit executes the second cranking process in a state where no external load is applied to the internal combustion engine, and does not execute the second cranking process in a state where an external load is applied to the internal combustion engine. The control unit can therefore perform the second cranking process in a mode where the arithmetic processing load of the control unit is reliably kept low.

[0022] In the internal combustion engine control device according to the fifth aspect of the present invention, when the other end of the pulse output is detected (generated in accordance with the crankshaft angle sensor detecting the other end of the tooth), the control unit executes the second cranking process if the internal combustion engine speed is equal to or less than a predetermined speed, and does not execute the second cranking process if the internal combustion engine speed exceeds the predetermined speed. The control unit can therefore execute the second cranking process in a mode in which the arithmetic processing load of the control unit is reliably kept low.

[0023] In the internal combustion engine control device according to the sixth aspect of the present invention, when the other end of the pulse output is detected (generated in accordance with the crankshaft angle sensor detecting the other end of the tooth), the control unit performs the second cranking cycle if the change in the accelerator pedal opening degree with respect to the internal combustion engine is equal to or less than a predetermined value, or if the change in the rotational speed of the internal combustion engine is equal to or less than a predetermined value. If the change in the accelerator pedal opening degree exceeds the predetermined value, or if the change in the rotational speed exceeds the predetermined value, the control unit does not perform the second cranking cycle.The control unit can therefore perform the second cranking process in a mode in which the arithmetic processing load of the control unit is reliably kept low.

[0024] In the internal combustion engine control device according to the seventh aspect of the present invention, the control unit performs the first cranking process in a single cycle of the internal combustion engine through a number of iterations that is greater than the number of iterations of the second cranking process. The control unit can therefore perform the first and second cranking processes in a single mode in which the arithmetic processing load of the control unit is reliably kept low.

[0025] In the internal combustion engine control device according to the eighth aspect of the present invention, the control unit detects an angular reference position of the crankshaft during the first cranking cycle. The control unit therefore detects the angular reference position of the crankshaft more reliably in a mode in which the arithmetic processing load of the control unit is reliably kept low. BRIEF DESCRIPTION OF THE DRAWINGS [ Fig. 1] Fig. Figure 1 is a block diagram showing a configuration of an internal combustion engine control device according to an embodiment of the present invention, together with a schematic diagram showing a configuration of an internal combustion engine applied thereto. [ Fig. 2A] Fig. Figure 2A is an explanatory diagram of a misfire monitoring section of the internal combustion engine control device according to the present embodiment. [ Fig. 2B] Fig. 2B is an explanatory diagram, along with Fig. 2A, of the misfire monitoring section of the internal combustion engine control device according to the present embodiment. [ Fig. 3A] Fig. Figure 3A is a schematic diagram showing an example of a configuration of a pulse generator wheel attached to the internal combustion engine on which the internal combustion engine control device is applied according to the present embodiment. [ Fig. 3B] Fig. 3B is an enlarged schematic diagram showing a linear area R3 that is in Fig. 3A is shown. [ Fig. 4A] Fig. Figure 4A is a schematic diagram showing a configuration for an example modification of the pulse generator wheel attached to the internal combustion engine to which the internal combustion engine control device is applied according to the present embodiment. [ Fig. 4B] Fig. Figure 4B is a schematic diagram showing a configuration for another example of the modification of the pulse generator wheel attached to the internal combustion engine to which the internal combustion engine control device is applied according to the present embodiment. FORM OF EXECUTION FOR THE EXECUTION OF THE INVENTION

[0026] An internal combustion engine control device according to embodiments of the present invention is explained in more detail below with reference to the accompanying figures. [Configuration of an internal combustion engine]

[0027] First, a configuration of an internal combustion engine to which the internal combustion engine control device according to the present embodiment is applied is described below with reference to Fig. 1 described in more detail.

[0028] [ Fig. 1] Fig. Figure 1 is a block diagram showing a configuration of the internal combustion engine control device according to the present embodiment, together with a schematic diagram showing a configuration of the internal combustion engine applied thereto.

[0029] As in Fig. Figure 1 shows an internal combustion engine 1, to which an internal combustion engine control device 100 according to the present invention is applied. The internal combustion engine is mounted on a vehicle, such as a two-wheeled motor vehicle (not shown), and includes a cylinder block 2 having a cylinder 2a. A coolant channel 3, through which a coolant circulates for cooling the cylinder block 2, is formed in a side wall of a section corresponding to cylinder 2a of the cylinder block 2. The internal combustion engine 1, to which the internal combustion engine control device 100 according to the present embodiment is applied, is typically a single-cycle four-stroke internal combustion engine (intake stroke, compression stroke, expansion stroke (explosion stroke), and exhaust stroke are sequentially included as one cycle). Fig. For illustrative purposes, Figure 1 shows a single-cylinder internal combustion engine 1 having one cylinder 2a. However, the internal combustion engine 1 can be an internal combustion engine having a plurality of cylinders, and the cooling method for this is not limited to a water-cooled type and can be an air-cooled type.

[0030] A piston 4 is arranged within the cylinder 2a. The piston 4 is coupled to a crankshaft 6 via a connecting rod 5. The crankshaft 6 is provided with a pulse generator wheel 7, which rotates coaxially with it. The pulse generator wheel 7 comprises a body part 7a and a plurality of convex teeth 7b. The body part 7a is a circular plate element coupled to the crankshaft 6 to form a rotating shaft that rotates coaxially and in synchronization with the crankshaft 6. The plurality of convex teeth 7b are arranged vertically in a circumferential direction of the body part 7a within a predetermined arrangement area on an outer periphery of the body part 7a and in a radial direction. In the following descriptions, the radial direction of the body part 7a is simply referred to as the "radial direction," and the circumferential direction of the body part 7a is simply referred to as the "circumferential direction."

[0031] A cylinder head 8 is assembled with an upper part of the cylinder block 2. An inner wall surface of the cylinder block 2, an upper surface of the piston 4, and an inner wall surface of the cylinder head 8, in conjunction, define a combustion chamber 9 of the cylinder 2a.

[0032] A spark plug 10, which ignites an air-fuel mixture formed from fuel and air in the combustion chamber 9, is provided in the cylinder head 8. The number of spark plugs 10 in relation to each combustion chamber 9 is not limited to one and can include several.

[0033] An intake manifold 11, which communicates with the combustion chamber 9, is assembled accordingly with the cylinder head 8. An intake port 11a is formed in the cylinder head 8, through which the combustion chamber 9 and the intake manifold 11 communicate with each other. An intake valve 12 is provided in a corresponding connecting section between the combustion chamber 9 and the intake port 11a.

[0034] An injector 13, which injects fuel, is provided within the intake line 11. A throttle valve 14 is provided in the intake line 11 on the upstream side of the injector 13. The throttle valve 14 is part of a throttle assembly (not shown), and a body part of the throttle assembly is assembled with the intake line 11. The injector 13 can be one that injects fuel directly into the corresponding combustion chamber 9. Furthermore, the number of injectors 13 and throttle valves 14 is not limited to one and can each comprise several.

[0035] An exhaust pipe 15, which communicates with the combustion chamber 9, is also assembled accordingly with the cylinder head 8. An exhaust port 15a is formed in the cylinder head 8, through which the combustion chamber 9 and the exhaust port 11 communicate with each other. An exhaust valve 16 is provided in a corresponding connecting section between the combustion chamber 9 and the exhaust pipe 15. [Configuration of an internal combustion engine control device]

[0036] Next, a configuration of the internal combustion engine control device 100 according to the present embodiment will be described with reference to Fig. 1 described in more detail.

[0037] As in Fig. As shown in Figure 1, the internal combustion engine control device 100 according to the present invention corresponds to an ECU (Electronic Control Unit) which is electrically connected to a crankshaft angle sensor 101, a vehicle speed sensor 102, a throttle opening sensor 103, an intake pressure sensor 104, and an engine temperature sensor 105. It can be considered that a configuration comprising the pulse generator wheel 7, the crankshaft angle sensor 101, and the internal combustion engine control device 100 constitutes an internal combustion engine control system.

[0038] The crank angle sensor 101 is mounted on a lower housing or the like (not shown) which is assembled with a lower part of the cylinder block 2 in a mode facing the convex teeth 7b of the pulse generator wheel 7. The crank angle sensor 101 detects the teeth 7b, which rotate with the rotation of the crankshaft 6, in order to detect a rotational angular velocity of the crankshaft 6 (crank angular velocity) corresponding to the rotational angular velocity of the internal combustion engine 1. The crank angle sensor 101 outputs an electrical signal, which is a rectangular pulse output indicating the detected crank angular velocity, to the internal combustion engine control device 100. The crank angle sensor 101 can be a sensor that detects a rotational angle (a crank angle) or a rotational speed (a crank speed) of the crankshaft 6.Such a crank angle and such a crank angular rotational speed can be calculated from the crank angular velocity.

[0039] The vehicle speed sensor 102 detects a vehicle speed and inputs an electrical signal indicating the detected vehicle speed into the internal combustion engine control device 100.

[0040] The throttle opening degree sensor 103 is attached to the body part of the throttle device to detect an opening degree of the throttle valve 14 as the throttle opening degree and inputs an electrical signal indicating the detected throttle opening degree into the internal combustion engine control device 100.

[0041] The inlet pressure sensor 104 is attached to the inlet line 11 in a penetrating mode to detect the pressure of the air flowing into the inlet line 11 as inlet pressure and inputs an electrical signal indicating the inlet pressure into the internal combustion engine control device 100.

[0042] The engine temperature sensor 105 is mounted on the cylinder block 2 in a way that penetrates the coolant channel 3 in order to detect the temperature of the coolant circulating in the coolant channel 3 as the temperature of the internal combustion engine 1 (the engine temperature) and inputs an electrical signal indicating the detected engine temperature to the internal combustion engine control device 100. If the internal combustion engine 1 is an air-cooled type, the temperature of the lubricating oil can be detected as the engine temperature.

[0043] The internal combustion engine control device 100 operates using energy from a battery provided in a vehicle. The internal combustion engine control device 100 includes an ignition system driver circuit (IG) 120 and a fuel injection system driver circuit (FI) 130, in addition to a CPU (Central Processing Unit), which is an arithmetic processing device corresponding to the control unit.

[0044] The CPU controls the entire operation of the internal combustion engine control unit 100 according to the electrical signals from the crankshaft angle sensor 101, the vehicle speed sensor 102, the throttle opening degree sensor 103, the intake pressure sensor 104, and the engine temperature sensor 105. Furthermore, the CPU contains individual functional blocks that function as an engine speed calculation processing unit 111, a vehicle speed calculation processing unit 112, a throttle opening degree calculation processing unit 113, an intake pressure calculation processing unit 114, an engine temperature calculation processing unit 115, a fuel injection / ignition control unit 116, a misfire detection approval determination unit 117, a misfire detection unit 118, and a diagnostic management unit 119 by executing a control program.

[0045] The engine speed calculation processing unit 111 calculates a crankshaft angular velocity based on an electrical signal input from the crankshaft angle sensor 101 and calculates the number of rotations (engine speed) of the internal combustion engine 1. The engine speed calculated in this way by the engine speed calculation processing unit 111 is used by the fuel injection / ignition control unit 116 and the misfire detection unit 118.

[0046] The vehicle speed calculation processing unit 112 calculates a vehicle speed based on an electrical signal input from the vehicle speed sensor 102, and the vehicle speed thus calculated by the vehicle speed calculation processing unit 112 is used by the fuel injection / ignition control unit 116 and the misfire detection approval determination unit 117.

[0047] The throttle opening degree calculation processing unit 113 calculates a throttle opening degree based on an electrical signal input from the throttle opening degree sensor 103. The throttle opening degree calculated by the throttle opening degree calculation processing unit 113 is used by the fuel injection / ignition control unit 116, the misfire detection approval determination unit 117, and the misfire detection unit 118.

[0048] The intake pressure calculation processing unit 114 calculates an intake pressure based on an electrical signal input from the intake pressure sensor 104, and the intake pressure thus calculated by the intake pressure calculation processing unit 114 is used by the fuel injection / ignition control unit 116, the misfire detection approval determination unit 117 and the misfire detection unit 118.

[0049] The engine temperature calculation processing unit 115 calculates an engine temperature based on an electrical signal input from the engine temperature sensor 105, and the engine temperature thus calculated by the engine temperature calculation processing unit 115 is used by the fuel injection / ignition control unit 116, the misfire detection approval determination unit 117 and the misfire detection unit 118.

[0050] The fuel injection / ignition control unit 116 controls the ignition system driver circuit (IG) 120 and the fuel injection system driver circuit (FI) 130 based on respective calculated values ​​input by the engine speed calculation processing unit 111, the vehicle speed calculation processing unit 112, the throttle opening degree calculation processing unit 113, the intake pressure calculation processing unit 114 and the engine temperature calculation processing unit 115, thereby controlling an ignition timing and fuel injection quantity of the internal combustion engine 1.

[0051] The misfire detection approval determination unit 117 determines whether a detection operation of a combustion condition, such as a misfire condition, of the internal combustion engine 1 should be approved based on the respective calculated values ​​entered by the engine speed calculation processing unit 111, the vehicle speed calculation processing unit 112, the throttle opening degree calculation processing unit 113, the intake pressure calculation processing unit 114, and the engine temperature calculation processing unit 115. A determination result obtained by the misfire detection approval determination unit 117 is used by the misfire detection unit 118.

[0052] The misfire detection unit 118 detects a combustion condition, such as a misfire, of the internal combustion engine 1 based on the respective calculated values ​​input by the engine speed calculation processing unit 111, the throttle opening degree calculation processing unit 113, the intake pressure calculation processing unit 114, the engine temperature calculation processing unit 115, and the misfire detection approval determination unit 117. A detection result obtained by the misfire detection unit 118 is used by the diagnostic management unit 119.

[0053] When a misfire of the internal combustion engine 1 is detected by the misfire detection unit 118, the diagnostic management unit 119 notifies a driver or the like of a misfire of the internal combustion engine 1 by illuminating a warning light 107 and stores the information in a memory (not shown) or the like to manage the information appropriately.

[0054] The ignition system driver circuit (IG) 120 contains a switching element that is controlled on / off according to a control signal from the fuel injection / ignition control unit 116. The switching element performs an on / off operation to control the operation of the spark plug 10, which ignites the air-fuel mixture formed from fuel and air in the combustion chamber 9.

[0055] The fuel injection system driver circuit (FI) 130 includes a switching element that is controlled on / off according to a control signal from the fuel injection / ignition control unit 116. The switching element performs an on / off operation to switch a current-carrying state and a current-free state of an injector coil 13, thereby injecting fuel into the interior of the inlet line 11. [Misfire monitoring]

[0056] The misfire monitoring of the internal combustion engine control device 100 is described in more detail below, wherein a section of a crankshaft angular velocity that is affected by a misfire of the internal combustion engine 1, to which the control device 100 is applied according to the present embodiment, is referred to as the misfire monitoring section, also with reference to Fig. 2A and Fig. 2B.

[0057] Fig. 2A and Fig. Figure 2B are explanatory diagrams of the misfire monitoring section of the internal combustion engine control device 100 according to the present embodiment. Fig. 2A and Fig. 2B denotes a horizontal axis representing a rotation angle (a crank angle) of the crankshaft 6 and a vertical axis representing a torque (proportional to the crank angular velocity). Furthermore, in Fig. 2A and Fig. 2B a dashed line shows a change in the torque at the time of the occurrence of a misfire of the internal combustion engine 1, and a solid line shows a change in the torque at the time of normal combustion of the internal combustion engine 1.

[0058] A misfire in the internal combustion engine 1 typically occurs as an event involving a reduction in the rotational angular velocity (crankshaft angular velocity) of the crankshaft 6. The strokes of the internal combustion engine 1 most affected by the misfire are therefore the expansion stroke and the compression stroke. In particular, as shown in Fig. Figure 2A shows that if a misfire occurs in the expansion stroke of the internal combustion engine 1, the torque that pushes the piston 4 to bottom dead center is not generated. The crankshaft angular velocity therefore decreases compared to the crankshaft angular velocity at the time of normal combustion when no misfire occurs (a region R1). Furthermore, in the compression stroke after the occurrence of a misfire, since compression must be achieved by the inertia of the crankshaft angular velocity at the time of the expansion stroke, the crankshaft angular velocity will decrease further compared to the crankshaft angular velocity at the time of normal compression, similar to the reduction in the expansion stroke (a region R2).

[0059] On the other hand, if the number of convex teeth 7b of the pulse generator wheel 7 (the number of crank teeth) is relatively small, i.e., if a measurement section of the crank angular velocity is relatively wide, as in Fig. As shown in Figure 2B, there is a section in which a component that is affected by the misfire of the internal combustion engine 1 and a component that is not affected by the misfire of the internal combustion engine 1 are both present in a measurement result in the measurement section during the compression stroke and the subsequent expansion stroke (In Fig. For example, section A2 in 2B contains only the component affected by the misfire. However, section A1 contains both the component affected by the misfire and the component not affected by the misfire. In this case, the variation information of the crankshaft angular velocity due to the influence of a misfire in internal combustion engine 1 becomes unclear. On the other hand, if the number of crank teeth is relatively large, i.e., if the measurement section of the crankshaft angular velocity is relatively narrow, the component affected by the misfire in internal combustion engine 1 (from section a2 to section a6) and the component not affected by the misfire (section a1) can be separated. It is therefore understood that the monitoring resolution of the variation information of the crankshaft angular velocity can be improved by increasing the number of crank teeth.

[0060] However, if the number of crank teeth is increased, the load placed on the CPU of the internal combustion engine control unit 100 by the arithmetic processing, which is initiated each time the pulse is output by the crank angle sensor 101, also increases. If the CPU's processing capacity is insufficient, the processing may fail, particularly in the high-speed range of the internal combustion engine 1. In this case, a typical measure to address the high-speed range is to change the CPU to one with a high arithmetic processing capacity, thereby increasing the cost of the internal combustion engine control unit 100.Furthermore, higher precision machining is required to increase the number of teeth of the pulse generator wheel, since the pulse generator wheel diameter of a two-wheeled motor vehicle is smaller than that of a four-wheeled motor vehicle, thereby increasing the cost of the internal combustion engine 1 or a control system for an internal combustion engine that includes the pulse generator wheel 7, the crank angle sensor 101 and the internal combustion engine control device 100.

[0061] Therefore, according to the present embodiment, the pulse generator wheel 7 is configured as described below to increase misfire detection accuracy by improving the monitoring resolution of variations in crankshaft angular velocity for detecting a misfire, while maintaining the general interval between the convex teeth of a two-wheeled motor vehicle. A configuration of the pulse generator wheel 7 and a misfire detection process using the pulse generator wheel 7 in the present embodiment are described in more detail below. [Misfire detection process and configuration of the pulse generator wheel]

[0062] In a general configuration of a pulse generator wheel, a CPU of the internal combustion engine control device 100 performs predetermined arithmetic processing upon detection of one of the circumferential ends of the convex teeth 7b, i.e., one flank of the pulse output of the crank angle sensor 101. On the other hand, according to the present embodiment, the CPU performs predetermined arithmetic processing upon detection of both circumferential ends, which are one and the other end of the convex teeth 7b, i.e., both flanks, which are generated sequentially in time, in the pulse output of the crank angle sensor 101.In the following descriptions, the predetermined arithmetic processing performed upon detection of one flank (one of the rising flank and one of the falling flank) is referred to in a general configuration as the “first cranking process”, and the predetermined arithmetic processing performed upon detection of the other flank (the other of the rising flank and one of the falling flank) is referred to in the configuration presented in the present embodiment as the “second cranking process”.

[0063] It is assumed that the specification of the pulse generator wheel 7 for outputting an edge to perform the second cranking process is such that, when the angular velocity of the crankshaft 6 is constant, the other edge of the pulse output from the crank angle sensor 101 is output with a timing that corresponds to half the execution interval of the first cranking process. Since the pulse generator wheel 7 has such a specification, the second cranking process can be performed with a timing that corresponds to half the execution interval of the first cranking process, while the execution of the first cranking process is maintained as is.Since the crankshaft angular velocity measurement interval can be halved compared to that during the execution of only the first cranking cycle, the monitoring resolution of crankshaft angular velocity variations is improved, and the detection accuracy of misfire monitoring can be increased. A section for initiating the second cranking cycle to measure crankshaft angular velocity variations due to misfire can only be a predetermined section within the compression and expansion strokes of internal combustion engine 1. Therefore, the convex teeth for improving the detection accuracy of misfire monitoring need only be provided within this predetermined section.

[0064] In the second cranking process, the engine speed calculation processing unit 111 calculates a crankshaft angular velocity according to an execution time of the second cranking process. Conversely, in the first cranking process, it is desired that the engine speed calculation processing unit 111 calculates the crankshaft angular velocity according to an execution time of the first cranking process and uses the crankshaft angular velocity calculated in the first and second cranking processes, respectively, to determine a misfire of the internal combustion engine 1 based on a chronological change (change over time) of the crankshaft angular velocity. Accordingly, the monitoring resolution of the variations in the crankshaft angular velocity can be improved, and the determination of a misfire of the internal combustion engine can be appropriately performed in a mode where the arithmetic processing load on the CPU is suppressed.

[0065] Meanwhile, it is preferred that the misfire detection approval determination unit 117 causes the second cranking process to be carried out in a state without an external load on the internal combustion engine 1 or in a state with an external load equal to or less than a predetermined load, and not cause the second cranking process to be carried out in a state with an external load on the internal combustion engine 1 or in a state with an external load exceeding the predetermined load. Accordingly, the second cranking process can be carried out in a mode of reliably suppressing an arithmetic processing load on the CPU. The state with respect to the external load is determined by the misfire detection approval determination unit 117 based on an engine speed, a throttle opening degree, and the like.

[0066] It is also preferred that the misfire detection approval determination unit 117 causes the second cranking process to be carried out when the engine speed is equal to or less than a predetermined speed, and does not cause the second cranking process to be carried out when the engine speed exceeds the predetermined speed. Accordingly, the second cranking process can be carried out in a mode of reliably suppressing an arithmetic processing load on the CPU.

[0067] Furthermore, it is preferred that if the change in the accelerator pedal opening degree with respect to the internal combustion engine 1 is equal to or less than a predetermined value, or if the change in the engine speed is equal to or less than a predetermined value, the misfire detection approval determination unit 117 causes the second cranking process to be carried out, and if the change in the accelerator pedal opening degree exceeds the predetermined value, or if the change in the engine speed exceeds the predetermined value, the misfire detection approval determination unit 117 does not cause the second cranking process to be carried out. Accordingly, the second cranking process can be carried out in the mode of reliably suppressing the arithmetic processing load on the CPU.The amount of change in the accelerator pedal opening degree is calculated by the misfire detection approval determination unit 117 based on an electrical signal indicating the accelerator pedal opening degree input from an accelerator pedal opening degree sensor (not shown).

[0068] Furthermore, if the execution of the second cranking process is prevented, from the point of view of simple and reliable implementation of the prevention, it is preferred that the misfire detection approval determining unit 117 stops the second cranking process over predetermined sections or prevents the execution of the second cranking process until a previously determined condition is met.

[0069] It is also desired that the CPU performs the first cranking process a greater number of times than the second cranking process in a single cycle of internal combustion engine 1. Accordingly, the first and second cranking processes can be performed in a mode that reliably suppresses the arithmetic processing load on the CPU.

[0070] A specific configuration of the pulse generator wheel 7 for realizing the misfire detection process described above is also referred to in relation to Fig. 3 and Fig. 4 described in more detail.

[0071] Fig. Figure 3A is a schematic diagram showing an example of the configuration of the pulse generator wheel 7, which is attached to the internal combustion engine 1 on which the internal combustion engine control device 100 is applied according to the present embodiment, and Fig. 3B is an enlarged schematic diagram showing a linear area R3 that is in Fig. 3A is shown. Fig. Figure 3A shows the pulse generator wheel in a state attached to the crankshaft 6, so that it is in a predetermined positional mounting relationship relative to the crankshaft 6. Fig. 3A shows the circumferential lengths A and B2, schematically deviating in one radial direction for the purpose of illustration.

[0072] As in Fig. 3A and Fig. As shown in Figure 3B, in the most simplified pulse generator wheel 7 in the present embodiment, the plurality of convex teeth 7b comprise a plurality of short convex teeth 7b1, which are provided in a first arrangement area within an arrangement area of ​​the convex teeth 7b, and a pair of long convex teeth 7b2, which are provided in a second arrangement area outside the first arrangement area within the arrangement area of ​​the convex teeth 7b, and which each have circumferential lengths B2 longer than the respective circumferential lengths B1 of the short convex teeth 7b1.

[0073] When the pulse generator wheel 7 is mounted on the crankshaft 6 in a predetermined positional mounting relationship relative to the crankshaft 6, the body part 7a has a top dead center (TDC) angular position corresponding to a top dead center of the internal combustion engine 1 in its circumferential direction. The pair of long convex teeth 7b2 is provided over a first angular range, defined in the arrangement area on a positive-direction side (a lead-direction side), and a second angular range, defined in the arrangement area on a negative-direction side (a retard-direction side), with the top dead center (TDC) angular position between them. The first angular range is set at 90 degrees from the top dead center (TDC) angular position towards the positive direction, and the second angular range is set at 90 degrees from the top dead center (TDC) angular position towards the negative direction.The two long convex teeth 7b2 have a symmetrical positional relationship in the circumferential direction with respect to the top dead center angular position TDC. Furthermore, an interval in the circumferential direction between the two long convex teeth 7b2 (a length between an end on the negative direction side in the circumferential direction, located on the positive direction side in the circumferential direction of the pair of long convex teeth 7b2, and an end on the positive direction side in the circumferential direction, located on the negative direction side in the circumferential direction of the pair of long convex teeth 7b2) is set such that it is equal to the circumferential length B2 of the respective long convex teeth 7b2.

[0074] Furthermore, there is an end (in Fig. 3A for example an end 7b12, which is a falling flank) of the respective short convex teeth 7b1 and an end (in Fig. 3A, for example, an end (7b22, which is a falling flank) corresponding to the other end (in Fig. 3A, for example, an end 7b12 (which is a falling flank) of the short convex teeth 7b1 in the respective long convex teeth 7b2 is arranged such that the intervals between adjacent ends of these elements in the circumferential direction become equal. That is, in this case, the CPU performs the first cranking process with regular intervals upon detection of these falling flanks. Furthermore, the length B2 of the long convex teeth in the circumferential direction of the pair of long convex teeth 7b2 is set to half the length A in the circumferential direction between a first end 7b21 on the positive-direction side in the circumferential direction of the pair of long convex teeth 7b2, located on the positive-direction side in the circumferential direction, and a second end 7b21 corresponding to the first end on the positive-direction side in the circumferential direction of the pair of long convex teeth 7b2, located on the negative-direction side in the circumferential direction.and the length A in the circumferential direction between a third end 7b22 on the negative direction side in the circumferential direction of the pair of long convex teeth 7b2, located on the positive direction side in the circumferential direction, and a fourth end 7b22 corresponding to the third end 7b22 on the negative direction side in the circumferential direction of the pair of long convex teeth 7b2, located on the negative direction side in the circumferential direction.

[0075] According to the above configuration, the detection accuracy of a misfire condition of the internal combustion engine 1 can be improved. In particular, the monitoring resolution of the variations in crankshaft angular velocity can be improved, while the arithmetic processing load on the CPU is reduced with a simple configuration of the pulse generator wheel 7, in which the angular interval between the convex teeth of the pulse generator wheel 7 is not significantly changed and the number of convex teeth of the pulse generator wheel 7 is not increased.Furthermore, by adjusting the ratio between length B1 and length B2 to a specific ratio, an angular reference position of the crankshaft 6 can, in principle, be detected without a part with a missing tooth, and the detection accuracy of a misfire of the internal combustion engine 1 can be improved by suppressing a dynamic eccentricity of the crankshaft 6 in a range of high engine speed of the internal combustion engine 1.

[0076] Furthermore, using the pulse generator wheel 7, which has such a configuration, the CPU performs the second cranking process using a pulse output from the crank angle sensor 101, within a range corresponding to a retard side angle of 90 degrees on a negative direction side (a lagging direction side) with respect to the top dead center angle position TDC, and a lead side angle of 90 degrees on a positive direction side (a lead direction side) with respect to the top dead center angle position TDC. Accordingly, the second cranking process can be performed within a necessary and sufficient range of the crank angle.

[0077] Furthermore, the pulse output from the crank angle sensor 101, as described in the section above, comprises only the rising and falling edges that form a first pair in the angular range on the retard side, and only the rising and falling edges that form a second pair in the angular range on the forward side. The CPU executes the second cranking process upon detection of one of the rising and falling edges (for example, the rising edge) contained in the first and second pairs. Accordingly, the second cranking process can be simplified and performed within a minimal angular range of the crank angle.

[0078] In the configuration of the pulse generator wheel 7, shown in Fig. 3A and Fig. In 3B, two long convex teeth 7b2 are provided. However, three or more long convex teeth 7b2 may be provided, as in Fig. 4A and Fig. 4B shown.

[0079] Fig. 4A and Fig. Figure 4B shows a schematic diagram of a configuration of a modification of the pulse generator wheel attached to the internal combustion engine 1 on which the internal combustion engine control device 100 is applied according to the present embodiment. Fig. 4A and Fig. Figure 4B shows a pulse generator wheel in an attached state, so that it is in a predetermined positional mounting relationship relative to the crankshaft 6. Fig. 4A and Fig. 4B shows the circumferential lengths A and B2 schematically differing in the radial direction for the purpose of illustration.

[0080] With a pulse generator wheel 7' in the Fig. The modification shown in 4A differs in that it is in Fig. 3A and Fig. The difference in the pulse generator wheel 7 shown in Figure 3B is that four long convex teeth 7b2 are provided and a section 7c is provided with a missing tooth. The number of short convex teeth 7b1 is reduced accordingly.

[0081] With a 7" pulse generator wheel in the Fig. The modification shown in 4B differs in that it is in Fig. 3A and Fig. Figure 3B shows the pulse generator wheel 7 in that it has nine long convex teeth 7b2 and a missing tooth section 7c. Accordingly, the length of the long convex teeth 7b2 is reduced in the circumferential direction, and the number of short convex teeth 7b1 is increased. In the pulse generator wheel 7", the center of the long convex teeth 7b2, located on the furthest negative-direction side in the circumferential direction, is set at an angular position of 90 degrees on the negative-direction side with respect to the top dead center (TDC) angular position. This mode is included in the configuration where the long convex teeth 7b2 are arranged within the angular range of 90 degrees from the top dead center (TDC) angular position.

[0082] As in Fig. 4A and Fig.As shown in Figure 4B, the missing tooth part 7c is located on an outer flank of the body part 7a in the radial direction, outside the region where the short convex teeth 7b1 and the long convex teeth 7b2 are located. It is situated in a region where the short convex teeth 7b1 and the long convex teeth 7b2 are located. It is preferred that the missing tooth part 7c is positioned at an angular angle corresponding to 90 degrees in the second half of the intake stroke or the expansion stroke, or 90 degrees in the first half of the compression stroke or the exhaust stroke, in the circumferential direction. Accordingly, the missing tooth part 7c can be configured in a mode that does not interfere with the arrangement of the long convex teeth 7b2, and the detection of an angular reference position of the crankshaft 6 can be performed more reliably. INDUSTRIAL APPLICABILITY

[0083] As described above, the present invention can provide an internal combustion engine control device that can improve the detection accuracy of a misfire condition in an internal combustion engine mounted on a vehicle, such as a two-wheeled motor vehicle, with a simple configuration. Due to its general purposes and universal characteristics, applications of the present invention can therefore be expected in a wide range of applications in internal combustion engine control devices, such as those found in vehicles.

Claims

[1] Internal combustion engine control device (100) comprising a control unit which controls the operating conditions of an internal combustion engine (1) using a pulse output from a crank angle sensor (101) which detects a rotational state of a crankshaft (6) of the internal combustion engine (1) by detecting a plurality of convex teeth (7b) arranged in a radial direction on an outer periphery of a body part (7a) of a pulse generator wheel (7, 7', 7") formed as a circular plate element connected to the crankshaft (6), characterized by , that the plurality of convex teeth (7b) has a plurality of short convex teeth (7b1) and a plurality of long convex teeth (7b2), each having circumferential lengths (B2) that are longer than the respective circumferential lengths (B1) of the body part (7a) at the short convex teeth (7b1), wherein the plurality of long convex teeth (7b2) is provided in a first arrangement area over a retard-side angular range of 90 degrees from a top dead center angular position (TDC) of the internal combustion engine (1) on a retard side, and over a lead-side angular range of 90 degrees from the top dead center angular position (TDC) on a lead-side, wherein in a predetermined positional mounting relation of the pulse generator wheel (7, 7', 7") the plurality of short convex teeth (7b1) is provided in a second arrangement area which, in the predetermined positional mounting relation, lies outside the first arrangement area, the control unit detects a rising edge of the pulse output or a falling edge of the pulse output, which is generated successively in time sequence, in accordance with the fact that the crank angle sensor (101) detects circumferential ends (7b11, 7b12, 7b21, 7b22) of a convex tooth from the plurality of short convex teeth (7b1) and the plurality of long convex teeth (7b2), an arithmetic processing operation performed by the control unit, comprising a first cranking process, which is an arithmetic processing operation performed upon detection of a pulse end by the control unit, which is one of the rising and falling edges of the pulse output generated in accordance with the crank angle sensor (101) detecting an end of a tooth that is one of the circumferential ends (7b11, 7b12, 7b21, 7b22) of the plurality of short convex teeth (7b1) and the plurality of long convex teeth (7b2), and a second cranking process, which is an arithmetic processing operation performed upon detection of the other pulse end by the control unit, which is the other of the rising and falling edges of the pulse output generated in accordance with the crank angle sensor (101) detecting another end of the tooth that is the other of the circumferential ends (7b21,7b22) from the multitude of long convex teeth (7b2). [2] Internal combustion engine control device (100) according to claim 1, where the control unit In the second cranking process, an angular velocity of the crankshaft (6) is calculated according to an execution time of the second cranking process when the other pulse end of the pulse output is generated, which is produced in accordance with the fact that the crank angle sensor (101) detects the other end of the tooth, and In the first cranking process, the angular velocity is calculated according to an execution time of the first cranking process when the pulse end of the pulse output is generated, which is generated in accordance with the fact that the crank angle sensor (101) detects the end of the tooth, and a misfire of the internal combustion engine (1) is determined based on changes in the time course of the angular velocity using the angular velocity calculated in the first cranking process and the angular velocity calculated in the second cranking process when the second cranking process is carried out. [3] Internal combustion engine control device (100) according to claim 2, wherein the plurality of long convex teeth (7b2) comprises only a first long convex tooth that is provided in the retard side angular region in the predetermined positional mounting relation of the pulse generator wheel (7, 7', 7"), and only a second long convex tooth that is provided in the lead side angular region in the predetermined positional mounting relation of the pulse generator wheel (7, 7', 7"), and the pulse output, which is generated in accordance with the fact that the crank angle sensor (101) detects the other end of the tooth, and which contains only the rising flank and the falling flank that form a first pair in the retard side angle range, and which contains only the rising flank and the falling flank that form a second pair in the forward side angle range. [4] Internal combustion engine control device (100) according to one of claims 2 or 3, wherein, when the other pulse end of the pulse output is detected, which is generated in accordance with the fact that the crank angle sensor (101) detects the other end of the tooth, the control unit performs the second cranking process in a state in which no external load is applied to the internal combustion engine (1) and does not perform the second cranking process in a state in which an external load is applied to the internal combustion engine (1). [5] Internal combustion engine control device (100) according to any one of claims 2 to 4, wherein, when the other pulse end of the pulse output is detected, which is generated in accordance with the crank angle sensor (101) detecting the other end of the tooth, the control unit performs the second cranking process when the rotational speed of the internal combustion engine (1) is equal to or less than a predetermined rotational speed, and does not perform the second cranking process when the rotational speed of the internal combustion engine (1) exceeds the predetermined rotational speed. [6] Internal combustion engine control device (100) according to any one of claims 2 to 5, wherein, when the other pulse end of the pulse output is detected, which is generated in accordance with the crank angle sensor (101) detecting the other end of the tooth, the control unit performs the second cranking process if the amount of change in an accelerator pedal opening degree with respect to the internal combustion engine (1) is equal to or less than a predetermined value or if the amount of change in a rotational speed of the internal combustion engine (1) is equal to or less than a predetermined value, and does not perform the second cranking process if the amount of change in the accelerator pedal opening degree exceeds the predetermined value or if the amount of change in the rotational speed exceeds the predetermined value. [7] Internal combustion engine control device (100) according to any one of claims 1 to 6, wherein the control unit performs the first cranking process by a number of embodiments which is greater than that of the second cranking process in one cycle of the internal combustion engine (1). [8] Internal combustion engine control device (100) according to any one of claims 1 to 7, wherein the control unit detects an angular reference position of the crankshaft (6) in the first cranking process.

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