JP5488142B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device having a fail-safe function, and more particularly to an electronic throttle control device and a vehicle control device that performs fail-safe for a crank angle sensor.

  Conventionally, a control device for a vehicle equipped with an engine detects an operation amount of an accelerator pedal of a driver, operates an electronic throttle control device in accordance with the detected amount, and adjusts an air amount supplied to the engine. The engine is controlled.

  This electronic throttle control device adjusts the amount of air supplied to the engine by operating the throttle motor according to the value instructed by the control device of the vehicle and opening and closing the throttle valve provided in the intake pipe of the engine. ing. The electronic throttle control device includes a throttle sensor and detects the opening / closing amount of the throttle valve.

  In such a vehicle control device, if the electronic throttle control device fails, the throttle valve cannot be opened and closed, and the intake air amount of the engine cannot be adjusted. In view of this, there has been proposed a vehicle control device having a fail-safe function that can smoothly perform evacuation while ensuring sufficient traveling performance when the electronic throttle control device fails (for example, , See Patent Document 1).

  This vehicle control device is necessary for evacuation traveling by shutting off power to the electronic throttle control device and maintaining the throttle valve opening at the default opening when the electronic throttle control device fails. The intake air amount is supplied. The vehicle control device detects the opening degree of the accelerator pedal and corrects the ignition timing of the engine in accordance with the opening degree of the accelerator pedal, thereby changing the engine torque and smoothly performing the retreat travel. I can do it.

  The vehicle also includes a crank angle sensor that detects the rotational position of the crankshaft of the engine, and a cam angle sensor that detects the rotational position of the camshaft. The vehicle control device generates a reference timing corresponding to the combustion cycle of each cylinder of the engine based on information detected by the crank angle sensor and the cam angle sensor, and executes a fuel supply control process and an ignition timing control process. It has become.

  In such a vehicle control device, when the crank angle sensor breaks down and cannot be detected normally, it corresponds to the combustion cycle of each cylinder of the engine based on the information detected by the cam angle sensor. There has been proposed one having a fail-safe function that generates a timing to perform and continuously executes a fuel supply control process and an ignition timing control process (see, for example, Patent Document 2).

  When the crank angle sensor fails, the vehicle control device generates a pseudo reference timing corresponding to the combustion cycle of each cylinder of the engine based on the pulse generation interval detected by the cam angle sensor. Thus, even when the crank angle sensor fails, the vehicle control device can continuously execute the fuel supply control process and the ignition timing control process for the engine using the pseudo reference timing, and can perform the retreat travel. I can do it.

JP 2003-155950 A JP 2001-342888 A

  However, the rotational angle at which the camshaft sensor can detect the rotational position of the camshaft is significantly larger than the rotational angle at which the crankshaft sensor can detect the rotational position of the crankshaft. For this reason, as in the invention described in Patent Document 2, the pseudo reference timing generated by the detection signal of the cam angle sensor may be shifted from the actual timing. In particular, when accelerating or decelerating, there is a problem that the reference timing changes during detection of the rotational position of the camshaft and this deviation becomes large.

  Therefore, in the unlikely event that a double failure occurs between the electronic throttle control device and the crank angle sensor, the degree of opening of the accelerator pedal is detected as in the invention described in Patent Document 1, and this accelerator is detected. Even if you try to correct the ignition timing of the engine according to the pedal opening, the false reference timing generated by the cam angle sensor detection signal is not accurate due to the fail-safe function for the crank angle sensor. There was a problem that it was difficult to control.

  As described above, when a double failure occurs between the electronic throttle control device and the crank angle sensor, there is a problem in that drivability may be deteriorated because interference due to double fail-safe occurs. In order to improve the accuracy of the pseudo reference timing generated by the detection signal of the cam angle sensor, it is conceivable to reduce the rotation angle at which the cam shaft rotation position can be detected by the cam angle sensor. There is a problem that the control load during normal travel increases and the structure and control are significantly changed.

  The present invention has been made to solve such a conventional problem, and it is an object of the present invention to provide a vehicle control device capable of preventing interference due to double fail-safe and preventing deterioration of drivability. And

In order to solve the above-described problems, a vehicle control apparatus according to the present invention controls (1) a throttle control apparatus that changes an intake air amount of an engine to control the engine. A crank angle sensor for detecting the rotational position of the crankshaft, a cam angle sensor for detecting the rotational position of the camshaft of the engine, a crank angle sensor abnormality detecting means for detecting abnormality of the crank angle sensor, and the crank angle sensor On the condition that the abnormality of the crank angle sensor is detected by the abnormality detecting means, a pseudo reference timing for controlling the combustion cycle of the engine is generated based on the rotational position of the camshaft detected by the cam angle sensor. Timing generation means and the pseudo reference generated by the pseudo timing generation means A continuous control means for continuously executing a fuel supply control process and an ignition timing control process for the engine when the crank angle sensor is abnormal, a throttle abnormality detection means for detecting an abnormality of the throttle control device, and an accelerator pedal On the condition that an abnormality of the throttle control device is detected by an accelerator opening sensor for detecting the opening and the throttle abnormality detecting means, the control of the throttle control device is stopped, and the throttle pedal is controlled according to the opening of the accelerator pedal. The abnormality of the throttle control device is detected by the ignition timing correction means for correcting the ignition timing of the engine and the throttle abnormality detection means, and the abnormality of the crank angle sensor is detected by the crank angle sensor abnormality detection means. was possible on condition, it said without stopping the engine It has similar timing generation prohibiting means for prohibiting the generation of said pseudo-reference timing by the timing generator, a configuration in which, comprising the.

  With this configuration, when the abnormality of the throttle control device is detected and the abnormality of the crank angle sensor is detected, the generation of the pseudo reference timing is prohibited. Therefore, the throttle control device is controlled by the fail-safe function for the crank angle sensor. Because it does not affect the correction of the ignition timing of the engine that is performed by the fail-safe function against the ignition timing, the ignition timing timing does not deviate and the target ignition timing control can be performed, and interference due to double fail-safe is prevented. And the deterioration of drivability can be prevented.

  The vehicle control device according to the present invention is the vehicle control device according to (1), wherein (2) the timing generation prohibiting unit is configured to correct the ignition timing by the ignition timing correcting unit. In the meantime, the generation of the pseudo reference timing by the pseudo timing generation unit is prohibited on condition that the crank angle sensor abnormality is detected by the crank angle sensor abnormality detection unit. Have.

  This configuration prohibits the generation of pseudo reference timing on the condition that an abnormality of the crank angle sensor is detected while the ignition timing is being corrected, so that the fail-safe function for the throttle control device is executed. Even if an abnormality occurs in the crank angle sensor, it is possible to prevent the drivability from deteriorating without affecting the fail-safe function for the throttle control device.

  Furthermore, the vehicle control device according to the present invention is the vehicle control device according to (1) or (2), wherein (3) the timing generation prohibiting unit is configured to control the pseudo reference timing by the pseudo timing generating unit. The generation of the pseudo reference timing by the pseudo timing generation means is prohibited on the condition that an abnormality of the throttle control device is detected by the throttle abnormality detection means during generation. It has the structure.

  With this configuration, the generation of the pseudo reference timing is prohibited on the condition that an abnormality of the throttle control device is detected while the pseudo reference timing is being generated. When an abnormality of the throttle control device occurs during execution, the generation of the pseudo reference timing in the fail safe function for the crank angle sensor is prohibited and the fail safe function for the throttle control device is executed. The fail-safe function does not interfere with the fail-safe function for the throttle control device, and deterioration of drivability can be prevented.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the vehicle which can prevent the interference by double fail safe and can prevent the deterioration of drivability can be provided.

It is a schematic block block diagram of the vehicle provided with the control apparatus in embodiment of this invention. It is a schematic sectional drawing of the engine in embodiment of this invention. 1 is a schematic perspective view of an engine in an embodiment of the present invention. It is a front view of the crank sensor plate in an embodiment of the invention. It is a front view of the intake cam sensor plate in the embodiment of the present invention. It is a transition diagram showing the state of the intake cam sensor plate and the exhaust cam sensor plate in the embodiment of the present invention. It is a flowchart which shows the control processing of the vehicle in embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
First, regarding the configuration of a vehicle including a vehicle control device according to an embodiment of the present invention, a schematic block configuration diagram of the vehicle shown in FIG. 1, a schematic cross-sectional view of the engine shown in FIG. 2, and an engine configuration shown in FIG. This will be described with reference to a schematic perspective view.

  As shown in FIG. 1, a vehicle 10 according to the present embodiment includes an engine 20 as a power source, and a transmission 30 that transmits power generated in the engine 20 and changes a gear ratio according to a traveling state of the vehicle 10. A differential mechanism 40 that distributes the power transmitted from the transmission 30 to the drive shafts 51L and 51R as drive shafts, and a drive wheel 52L that is rotated by the power transmitted from the drive shafts 51L and 51R and drives the vehicle 10 , 52R.

  The vehicle 10 also includes an ECU (Electronic Control Unit) 100 as a vehicle electronic control device for controlling the entire vehicle 10 and a hydraulic control device 120 that controls the transmission 30 with hydraulic pressure. Further, the vehicle 10 includes a crank angle sensor 131, a drive shaft rotational speed sensor 132, an accelerator opening sensor 133, a foot brake sensor (hereinafter referred to as “FB sensor”) 134, an intake air amount sensor 136, An air temperature sensor 137, a cooling water temperature sensor 138, an intake cam angle sensor 139, an exhaust cam angle sensor 140, and other various sensors (not shown) are provided. Each sensor provided in the vehicle 10 outputs a detected detection signal to the ECU 100.

  The engine 20 is constituted by an internal combustion engine. In particular, in the present embodiment, a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke while the piston 211 (see FIG. 2) reciprocates twice. It explains as what is constituted by what is called a 4-cycle gasoline engine. The engine 20 in the present embodiment will be described as an inline 4-cylinder gasoline engine. However, the present invention is not limited to this, but the inline 6-cylinder engine, V-type 6-cylinder engine, V-type 12-cylinder engine, horizontally opposed Various types of engines such as a six-cylinder engine can be employed. Details of the engine 20 will be described later.

  The transmission 30 includes a plurality of planetary gear devices, and takes a gear position corresponding to a combination of engagement states and release states of clutches and brakes as a plurality of friction engagement elements provided in these planetary gear devices. It has become. The clutch and brake can be switched between an engaged state and a released state by a hydraulic control device 120. The hydraulic control device 120 is controlled by the ECU 100 based on the accelerator opening Acc, the vehicle speed V, the engine speed Ne, and the like. That is, the transmission 30 is controlled by the ECU 100 so that the gear position is switched.

  With such a configuration, the transmission 30 decelerates or increases the rotational force, that is, the torque of the crankshaft 213 input as power of the engine 20 at a predetermined speed ratio γ, and outputs it to the differential mechanism 40. In this transmission, a gear stage corresponding to the traveling state is configured, and a speed conversion corresponding to each gear stage is performed. Note that the transmission 30 may be configured by a continuously variable transmission (hereinafter referred to as CVT) that can switch gears continuously.

  The differential mechanism 40 allows a difference in rotational speed between the drive wheel 52L and the drive wheel 52R when traveling on a curve or the like. The differential mechanism 40 distributes the torque input from the transmission 30 to the drive shafts 51L and 51R and outputs it. Note that the differential mechanism 40 may be capable of taking a differential lock state in which the drive shafts 51L and 51R have the same rotation and do not allow a difference in rotational speed between the drive wheels 52L and the drive wheels 52R.

  The ECU 100 includes a CPU (Central Processing Unit) 100a as a central processing unit, a ROM (Read Only Memory) 100b for storing fixed data, a RAM (Random Access Memory) 100c for temporarily storing data, and rewritable. An EEPROM (Electrically Erasable and Programmable Read Only Memory) 100d and an input / output interface circuit (I / F and illustration) 100e, each of which is a non-volatile memory, control the vehicle 10.

  As will be described later, the ECU 100 is connected to a crank angle sensor 131, a drive shaft rotational speed sensor 132, an accelerator opening sensor 133, and the like. The ECU 100 detects the engine speed Ne, the vehicle speed V (the traveling speed of the vehicle 10), the accelerator opening Acc, and the like based on the detection signals output from these sensors.

The ECU 100 has an internal clock and can measure the time.
Further, the ECU 100 controls the hydraulic control device 120 to control the hydraulic pressure of each part of the transmission 30. Thereby, the ECU 100 can change the transmission gear ratio of the transmission 30.

  Further, the ROM 100b of the ECU 100 stores a throttle opening degree control map, a shift diagram, specification values of the vehicle 10, a program for executing vehicle control, and the like.

  The throttle opening degree control map is a map for obtaining the throttle opening degree θth based on the accelerator opening degree Acc. Further, the throttle opening degree control map may have a plurality of modes, and the modes may be switched according to the traveling state, the traveling path, and the like. The ECU 100 may automatically switch the mode selection in the throttle opening control map according to the traveling state, the traveling path, or the like, or may be switched according to the selection by the driver.

Further, the shift diagram is a map for determining a gear position for automatic shift based on the vehicle speed V and the throttle opening θth. For example, when the vehicle speed V increases at the same throttle opening θth and the vehicle speed V increases and the throttle opening θth is small, exceeding the upshift shift line, the speed is increased to the gear corresponding to that region. shift. On the other hand, when the vehicle speed V decreases at the same throttle opening θth and the vehicle shifts to a region where the vehicle speed V is small and the throttle opening θth is large beyond the downshift line, the gear speed is reduced to the gear corresponding to that region. shift. Similarly, when the throttle opening .theta.th increases at the same vehicle speed V and the vehicle shifts to a region where the vehicle speed V is small and the throttle opening .theta.th is large beyond the downshift shift line, the speed change corresponding to that region is performed. Downshift to stage.
Here, the CPU 100a of the ECU 100 stores, in the RAM 100c, the shift speed determined according to the vehicle speed V and the throttle opening θth based on the shift diagram.

The specification values of the vehicle 10 include vehicle dimensions such as full width / height, vehicle weight, total engine displacement, minimum turning radius, tire diameter of the vehicle 10 (diameters of the drive wheels 52L and 52R), and the like. Yes.
Moreover, the program for performing vehicle control memorize | stored in ROM100b of ECU100 is mentioned later.

  The hydraulic control device 120 includes a plurality of solenoid valves as electromagnetic valves, and is controlled by the ECU 100 to switch the hydraulic circuit and control the hydraulic pressure by each solenoid valve, thereby operating each part of the transmission 30. ing.

  The crank angle sensor 131 is controlled by the ECU 100 to detect the rotational speed of the crankshaft 213 and output a detection signal corresponding to the detected rotational speed to the ECU 100. More specifically, the crank angle sensor 131 detects a crank rotation signal by a crank sensor plate 254 (see FIG. 3) provided on the crankshaft 213, and detects a crank position and a crank angular velocity. Further, the ECU 100 calculates the rotational speed of the crankshaft 213 from the detection signal output from the crank angle sensor 131 and obtains it as the engine rotational speed Ne. Details of the crank angle sensor 131 will be described later.

  The drive shaft rotational speed sensor 132 is controlled by the ECU 100 to detect the rotational speed of the drive shaft 51L (or 51R) and output a detection signal corresponding to the detected rotational speed to the ECU 100. . Further, the ECU 100 is configured to acquire the rotational speed of the drive shaft 51L (or 51R) represented by the detection signal output from the drive shaft rotational speed sensor 132 as the drive shaft rotational speed Nd. Further, the ECU 100 calculates the vehicle speed V based on the drive shaft speed Nd acquired from the drive shaft speed sensor 132.

  The accelerator opening sensor 133 is controlled by the ECU 100 to detect an amount of depression (hereinafter referred to as a stroke) by which the accelerator pedal is depressed, and outputs a detection signal corresponding to the detected stroke to the ECU 100. ing. In addition, the ECU 100 calculates the accelerator opening Acc from the accelerator pedal stroke represented by the detection signal output from the accelerator opening sensor 133.

  The FB sensor 134 is controlled by the ECU 100 to detect a depression amount (hereinafter referred to as a stroke) by which the foot brake pedal is depressed, and outputs a detection signal corresponding to the detected stroke to the ECU 100. Yes. Further, the ECU 100 calculates the foot brake pedal force Bf from the stroke of the foot brake pedal represented by the detection signal output from the FB sensor 134.

  The intake air amount sensor 136 is controlled by the ECU 100 to detect the amount of air sucked from the intake valve 223 (see FIG. 2) of the engine 20, and outputs a detection signal corresponding to the detected air amount to the ECU 100. It is supposed to be. Further, the ECU 100 acquires the intake air amount Qar of the engine 20 from the detection signal output from the intake air amount sensor 136.

  The intake air temperature sensor 137 is controlled by the ECU 100 to detect the temperature of air sucked from the intake valve 223 of the engine 20 and outputs a detection signal corresponding to the detected temperature to the ECU 100. Yes. Further, the ECU 100 acquires the intake air temperature Tar of the engine 20 from the detection signal output from the intake air temperature sensor 137.

  The coolant temperature sensor 138 is controlled by the ECU 100 to detect and detect the temperature of the coolant that cools the cylinder block 210 (see FIG. 2) of the engine 20 (hereinafter simply referred to as the coolant of the engine 20). A detection signal corresponding to the temperature is output to the ECU 100. In addition, the ECU 100 acquires the coolant temperature Tw of the engine 20 from the detection signal output from the coolant temperature sensor 138.

  The intake cam angle sensor 139 is controlled by the ECU 100 to detect the rotational speed of the intake camshaft 241 (see FIG. 3) and output a detection signal corresponding to the detected rotational speed to the ECU 100. Yes. More specifically, the intake cam angle sensor 139 detects a predetermined position of the intake cam sensor plate 255 (see FIG. 3) provided on the intake cam shaft 241, that is, a predetermined rotation angle, and rotates the intake cam shaft 241. Corner detection is performed. Details of the intake cam angle sensor 139 will be described later.

  Similarly to the intake cam angle sensor 139, the exhaust cam angle sensor 140 is controlled by the ECU 100 to detect the rotational speed of the exhaust cam shaft 242 (see FIG. 3), and a detection signal corresponding to the detected rotational speed. Is output to the ECU 100. More specifically, the exhaust cam angle sensor 140 detects a predetermined position of the exhaust cam sensor plate 256 (see FIG. 3) provided on the exhaust camshaft 242, that is, a predetermined rotation angle, and rotates the exhaust camshaft 242. Corner detection is performed. Details of the exhaust cam angle sensor 140 will be described later.

Next, details of the engine 20 will be described. In FIG. 2, one of the four cylinders arranged in series will be described.
As shown in FIG. 2, the engine 20 has an engine main body 21, and the engine main body 21 includes a cylinder block 210, a cylinder head 220 fixed to the upper part of the cylinder block 210, and an oil pan 230. I have.

  The cylinder block 210 is provided with a piston 211 so as to be able to reciprocate. The piston 211 is connected to the connecting rod 212. The connecting rod 212 is connected to the crankshaft 213. The reciprocating motion of the piston 211 is converted into the rotational motion of the crankshaft 213 via the connecting rod 212.

In the engine body 21, a combustion chamber 201 is formed by the cylinder block 210, the cylinder head 220, and the piston 211.
The engine 20 reciprocates the piston 211 by burning a mixture of fuel and air at a desired timing in the combustion chamber 201, and rotates the crankshaft 213 via the connecting rod 212 to provide torque to the transmission 30. Is output. The fuel used for the engine 20 may be a hydrocarbon fuel such as gasoline or light oil, or an alcohol fuel obtained by mixing alcohol such as ethanol and gasoline.

  The cylinder head 220 causes the intake pipe 311 for introducing the air that has passed through the air cleaner 312 and entered from the outside of the vehicle into the combustion chamber 201, and the exhaust gas generated by the combustion of the air-fuel mixture in the combustion chamber 201 to the catalytic converter 322. And an exhaust pipe 321 for discharging to the outside of the vehicle.

  The air cleaner 312 is configured to remove foreign substances in the intake air by using, for example, a paper or synthetic fiber nonwoven fabric filter accommodated therein. Some foreign matters such as dust and dust in the air are hard, and when such hard foreign matter enters the combustion chamber 201, it acts as an abrasive and may cause the inner wall surface of the cylinder block 210 and the piston 211 to wear. obtain. Therefore, the air cleaner 312 removes these foreign substances and cleans the intake air.

  The intake pipe 311 is provided with an electronic throttle control device 160 that controls the amount of air supplied to the engine 20. The electronic throttle control device 160 has a throttle valve 161, a throttle motor 162, and a throttle opening sensor 163.

  The throttle valve 161 is provided inside the intake pipe 311 as a thin disc-like valve body, and includes a shaft at the center of the valve body. Further, the throttle valve 161 rotates so that the valve body rotates by rotating the shaft, the cross-sectional area through which the air in the intake pipe 311 flows is changed, and the flow rate of air in the intake pipe 311 is changed. It has become.

  The throttle motor 162 rotates the valve body by rotating the shaft of the throttle valve 161. The throttle motor 162 is controlled by the ECU 100 to rotate the throttle valve 161 so that the throttle opening becomes a throttle opening corresponding to the accelerator opening Acc that is the depression amount of the accelerator pedal.

  The throttle opening sensor 163 is controlled by the ECU 100, detects the opening of the throttle valve 161 driven by the throttle motor 162, and outputs a detection signal corresponding to the detected opening to the ECU 100. ing. In addition, the ECU 100 is configured to acquire the opening degree of the throttle valve 161 indicated by the detection signal output from the throttle opening degree sensor 163 as the throttle opening degree θth.

  Further, the electronic throttle control device 160 is returned to a predetermined neutral position by a spring provided in the throttle valve 161 when the control of the throttle motor 162 by the ECU 100 is stopped.

  The catalytic converter 322 is generally a three-way catalyst that can efficiently remove harmful substances such as unburned hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) contained in the exhaust gas. It has. As this three-way catalyst, a catalyst having a function of efficiently removing NOx even from exhaust gas having a high NOx content is preferably used.

  Further, the cylinder head 220 is formed with an intake port 221 that allows the intake pipe 311 and the combustion chamber 201 to communicate with each other, and an exhaust port 222 that allows the combustion chamber 201 and the exhaust pipe 321 to communicate with each other. An intake valve 223 for controlling the introduction of combustion air into the exhaust, an exhaust valve 224 for controlling the exhaust gas exhaust from the combustion chamber 201 to the exhaust pipe 321, and a fuel injection into the combustion chamber 201 The injector 225 and a spark plug 226 for igniting the air-fuel mixture in the combustion chamber 201 are attached.

  The intake valve 223 is in contact with an intake cam 243 provided on an intake camshaft 241 (see FIG. 3), which will be described later, at the upper end. It opens and closes.

  The exhaust valve 224 is in contact with an intake cam 244 provided on an exhaust cam shaft 242 (see FIG. 3), which will be described later, at the upper end, and between the combustion chamber 201 and the exhaust port 222 by the rotation of the exhaust cam 244. It opens and closes.

  The injector 225 has a solenoid coil and a needle valve that are controlled by the ECU 100. The injector 225 is supplied with fuel at a predetermined pressure. Therefore, the injector 225 opens the needle valve and injects fuel into the combustion chamber 201 when the solenoid coil is energized at a desired timing by the ECU 100.

  The spark plug 226 is a known spark plug having an electrode made of platinum or an iridium alloy. The spark plug 226 ignites the air-fuel mixture in the combustion chamber 201 by causing the ECU 100 to energize the electrode at a desired timing to generate a discharge.

  Further, as shown in FIG. 3, the engine 20 is provided with an intake camshaft 241 and an exhaust camshaft 242 rotatably on an upper portion of the cylinder head 220.

  The intake camshaft 241 is provided with an intake cam 243 that contacts the upper end of the intake valve 223. As a result, when the intake camshaft 241 rotates, the intake valve 223 is opened and closed by the intake cam 243.

  The exhaust camshaft 242 is provided with an exhaust cam 244 that contacts the upper end of the exhaust valve 224. Thus, when the exhaust camshaft 242 rotates, the exhaust cam 244 opens and closes the exhaust valve 224.

  An intake side rotational phase controller 247 that rotates the intake camshaft 241 relative to the intake cam sprocket 245 is provided at one end of the intake camshaft 241. An exhaust side rotation phase controller 248 that rotates the exhaust cam shaft 242 relative to the exhaust cam sprocket 246 is provided at one end of the exhaust cam shaft 242. On the other hand, a crank sprocket 249 is attached to the crankshaft 213 which is the drive side rotating shaft.

  The intake-side rotation phase controller 247 is controlled by the ECU 100 to rotate the intake camshaft 241 with respect to the intake cam sprocket 245 so as to perform retard control. Further, the exhaust-side rotation phase controller 248 is controlled by the ECU 100 to rotate the exhaust camshaft 242 relative to the exhaust cam sprocket 246 so as to perform retardation control.

  A timing belt 250 is wound around the intake cam sprocket 245, the exhaust cam sprocket 246 and the crank sprocket 249. Accordingly, the rotation of the crank sprocket 249 is transmitted to the intake cam sprocket 245 and the exhaust cam sprocket 246 by the timing belt 250. That is, the rotation of the crankshaft 213 serving as the drive side rotational shaft is transmitted to the intake camshaft 241 and the exhaust camshaft 242 serving as the driven side rotational shaft via the timing belt 250, whereby the intake camshaft 241 and An intake valve 223 and an exhaust valve 224 driven by the exhaust camshaft 242 open and close the intake port 221 and the exhaust port 222 in synchronization with the crankshaft 213.

  Further, the path of the timing belt 250 is regulated by a tensioner 251 and an idler pulley 252. Further, the timing belt 250 is given an appropriate tension by the tensioner 251 and is prevented from coming off from the intake cam sprocket 245, the exhaust cam sprocket 246 and the crank sprocket 249.

  As described above, the timing belt 250 transmits the rotational force of the crankshaft 213 that is the output shaft of the engine 20 to the intake camshaft 241 and the exhaust camshaft 242 that drive the intake valve 223 and the exhaust valve 224. ing.

Next, the crank angle sensor 131, the intake cam angle sensor 139, and the exhaust cam angle sensor 140 will be described.
The crankshaft 213 is provided with a crank sensor plate 254 that rotates together with the crankshaft 213 and serves as a detected portion of the crank angle sensor 131.

  FIG. 4 shows the crank sensor plate 254. As shown in FIG. 4, the crank sensor plate 254 has signal teeth on the outer periphery every 10 °, has one missing tooth portion for detecting the top dead center, and has 34 tooth signal teeth on the entire circumference. Is provided.

  The crank angle sensor 131 has an electromagnetic pick, and when the crankshaft 213 is rotated by the projection of the signal teeth of the crank sensor plate 254, the magnetic flux passing through the coil portion is increased or decreased to generate an electromotive force. This generated voltage appears as an alternating current because the protrusion of the crank sensor plate 254 is in the opposite direction when approaching and away from the crank angle sensor 131. Further, the crank angle sensor 131 shapes this signal into a rectangular wave and outputs it to the ECU 100 as a Ne signal.

  Therefore, the crank angle sensor 131 can detect the rotation angle of the crankshaft 213 every 10 ° by the crank sensor plate 254, and also determines the position of the crankshaft 213, that is, the position of the crankshaft 213, i. The rotation position can be detected.

  Further, the ECU 100 collects three detection signals for every 10 ° of the crankshaft 213 detected by the crank angle sensor 131, that is, generates a crank counter ccrnk that becomes one at 30 ° of the crankshaft 213. The crank counter ccrnk is a crank counter ccrnk0 to crank crank cylinders from a top dead center to the next top dead center of a piston 211 in a predetermined cylinder, for example, a cylinder closest to the timing belt 250 (hereinafter referred to as a first cylinder). The counter is ccrnk23.

  In addition, the intake camshaft 241 and the exhaust camshaft 242 make one turn while the crankshaft 213 makes two turns. Therefore, in order to unify the description of the angle, the description regarding the intake camshaft 241 and the exhaust camshaft 242 also uses a crank angle indicating the angle of the crankshaft 213 (hereinafter referred to as CA).

  The intake camshaft 241 is provided with an intake cam sensor plate 255 that rotates together with the intake camshaft 241 and serves as a detected portion of the intake cam angle sensor 139. The exhaust camshaft 242 is provided with an exhaust cam sensor plate 256 that rotates together with the exhaust camshaft 242 and serves as a detected portion of the exhaust cam angle sensor 140.

  FIG. 5 shows the intake cam sensor plate 255. As shown in FIG. 5, the intake cam sensor plate 255 has peaks and valleys on the outer periphery. The intake cam sensor plate 255 is provided with a valley of 60 ° CA, a mountain of 180 ° CA, a valley of 180 ° CA, a mountain of 60 ° CA, a valley of 120 ° CA, and a mountain of 120 ° CA in that order.

  The intake cam angle sensor 139 has a magnetoresistive element (MRE), and is applied to the intake cam angle sensor 139 when the intake cam shaft 241 is rotated by peaks and valleys provided on the intake cam sensor plate 255. The direction of the magnetic field, that is, the magnetic vector changes, and the internal resistance value changes. The intake cam angle sensor 139 compares high (indicated in the figure as High) and low (indicated in the figure as Low) by comparing the waveform of the resistance value converted into voltage and the output of the waveform and the threshold value. And is output to the ECU 100 as an Nci signal.

  The exhaust cam sensor plate 256 is the same as the intake cam sensor plate 255 and is provided on the exhaust camshaft 242 in a state shifted by 60 ° CA compared to the intake cam sensor plate 255.

  Exhaust cam angle sensor 140 has a magnetoresistive element similar to intake cam angle sensor 139, and when exhaust cam shaft 242 rotates, rectangular waves corresponding to peaks and valleys provided in exhaust cam sensor plate 256 are converted to Nco. The signal is output to the ECU 100 as a signal.

  The ECU 100 compares the Nci signal input from the intake cam angle sensor 139 and the Nco signal input from the exhaust cam angle sensor 140 with the Ne signal input from the crank angle sensor 131, and the intake camshaft 241 and the exhaust camshaft 242 are compared. The actual rotation angle is detected and the cylinder is discriminated.

  Further, the ECU 100 generates a cam counter ccam for every 180 ° CA from the Nci signal input from the intake cam angle sensor 139 and the Nco signal input from the exhaust cam angle sensor 140 and the crank counter ccrnk. This cam counter ccam has crank counters ccrnk2-7 as cam counter ccam0, crank counters ccrnk8-13 as cam counter ccam1, crank counters ccrnk14-19 as cam counter ccam2, crank counters ccrnk20-23 and crank counters ccrnk0-1 Is a cam counter ccam3.

  Next, a fail-safe function when the electronic throttle control device 160 fails will be described. The failure of the electronic throttle control device 160 means that, for example, when the throttle motor 162 cannot operate normally, the throttle motor 162 operates normally, but when the throttle valve 161 stops operating, the throttle opening sensor 163 When the throttle opening θth cannot be normally detected, the throttle opening sensor 163 may output an incorrect value. The ECU 100 monitors the electronic throttle control device 160 and receives an abnormality detection signal from the electronic throttle control device 160 when the electronic throttle control device 160 fails.

  In addition, when executing fail-safe for the electronic throttle control device 160, the ECU 100 checks the electric throttle FS execution prohibition flag. If the electric throttle FS execution prohibition flag is set, the ECU 100 fails the electronic throttle control device 160. Stop safe execution. Further, the ECU 100 sets an electric throttle FS flag during fail safe for the electronic throttle control device 160. The electric throttle FS execution prohibition flag is a flag for determining whether or not to perform fail-safe execution on the electronic throttle control device 160, that is, whether or not to permit. The electric throttle FS flag is a flag for determining whether or not the fail safe for the electronic throttle control device 160 is being executed.

  When the ECU 100 detects an abnormality in the electronic throttle control device 160, the ECU 100 stops the control of the electronic throttle control device 160, and adjusts the number of drive cylinders and the ignition timing of the engine 20 based on the accelerator opening degree Acc. .

Specifically, when ECU 100 detects an abnormality in electronic throttle control device 160, ECU 100 stops control of throttle motor 162. In the electronic throttle control device 160, when the drive of the throttle motor 162 is stopped, the throttle valve 161 is returned to a predetermined neutral position by a spring. The neutral position of the throttle valve 161 is, for example, a position where the throttle opening is 7 °, and the intake air amount sucked into the engine 20 is a fixed air amount.
Next, when the accelerator opening degree Acc is equal to or greater than 20 °, the ECU 100 controls all the cylinders and controls the engine 20 at the normal ignition timing, that is, without performing the retard control.

  Further, when the accelerator opening degree Acc is not less than 10 ° and less than 20 °, the ECU 100 controls the engine 20 by operating all cylinders and performing predetermined ignition delay control. Thereby, ECU100 can suppress the output of engine 20 rather than the case where accelerator opening Acc is 20 degrees or more.

  Further, when the accelerator opening degree Acc is less than 10 °, the ECU 100 controls the engine 20 by halving the number of operating cylinders and further performing predetermined ignition delay control. Thereby, ECU100 can suppress the output of engine 20 rather than the case where accelerator opening Acc is 10 degrees or more and less than 20 degrees.

  Therefore, even when the electronic throttle control device 160 has failed, the ECU 100 changes the output amount of the engine 20 to some extent in accordance with the amount of depression of the accelerator pedal, and performs fail-safe for driving the vehicle 10. It can be carried out.

  Next, a fail-safe function when the crank angle sensor 131 has failed will be described. FIG. 6 is a transition diagram showing the states of the crank counter ccrnk, the intake cam sensor plate 255, and the exhaust cam sensor plate 256 in a normal state.

  Further, the ECU 100 checks the Ne sensor FS execution prohibition flag when the fail safe is executed for the crank angle sensor 131 in the same manner as the fail safe execution for the electronic throttle control device 160, and the Ne sensor FS execution prohibition flag is set. If it is, fail-safe execution for the crank angle sensor 131 is stopped. Further, the ECU 100 sets a Ne sensor FS in-progress flag during execution of fail safe for the crank angle sensor 131. The Ne sensor FS execution prohibition flag is a flag for determining whether or not to perform fail-safe execution for the crank angle sensor 131, that is, whether or not to permit. The Ne sensor FS in-progress flag is a flag for determining whether or not the fail safe for the crank angle sensor 131 is being executed.

  When the ECU 100 detects an abnormality in the crank angle sensor 131, the ECU 100 uses the Nci signal input from the intake cam angle sensor 139 and the Nco signal input from the exhaust cam angle sensor 140 instead of the crank counter ccrnk. (Hereinafter referred to as an F / S crank counter).

  For example, when the ECU 100 detects an abnormality in the crank angle sensor 131, the ECU 100 stops retarding the intake camshaft 241 and the exhaust camshaft 242, and returns the intake camshaft 241 and the exhaust camshaft 242 to the reference position. When the ECU 100 is within the range of the cam counter ccam3, the ECU 100 detects that the Nci signal input from the intake cam angle sensor 139 is switched from high to low. Hereinafter, switching from high to low of a signal is referred to as falling of the signal, and switching from low to high of the signal is referred to as rising of the signal.

  When the ECU 100 detects the fall of the Nci signal within the range of the cam counter ccam3, the ECU 100 divides the interval from the previous fall time of the Nci signal to the fall time of the current Nci signal into six equal parts, and the F / S The start times of the crank counters ccrnks 2 to 7 are determined, and the crank counters ccrnk 2 to 7 for F / S are generated. That is, the ECU 100 divides the time taken for the intake camshaft 241 to rotate immediately before 180 ° CA into six equal parts, and generates an F / S crank counter ccrnk for every 30 ° CA. Note that the end of the F / S crank counter ccrnk7 is the detection of the rise of the Nci signal input from the intake cam angle sensor 139.

  Further, when the ECU 100 is within the range of the cam counter ccam0, the ECU 100 detects the rise of the Nci signal input from the intake cam angle sensor 139. When the ECU 100 detects the rising edge of the Nci signal within the range of the cam counter ccam0, the ECU 100 divides the interval from the previous falling time of the Nci signal to the rising time of the current Nci signal into six equal parts, and the F / S crank The counters ccrnk 8 to 13 are generated. Note that the end of the F / S crank counter ccrnk13 is the detection of the fall of the Nci signal input from the intake cam angle sensor 139.

  Further, the ECU 100 detects the fall of the Nci signal input from the intake cam angle sensor 139 when it is within the range of the cam counter ccam1. When the ECU 100 detects the fall of the Nci signal within the range of the cam counter ccam1, the ECU 100 divides the interval from the previous rise time of the Nci signal to the fall time of the current Nci signal into six equal parts, and for F / S Crank counters ccrnk 14-19 are generated. Note that the end of the F / S crank counter ccrnk19 is the detection of the fall of the Nci signal input from the intake cam angle sensor 139.

  Further, the ECU 100 detects the fall of the Nci signal input from the intake cam angle sensor 139 when it is within the range of the cam counter ccam2. When the ECU 100 detects the fall of the Nci signal within the range of the cam counter ccam2, the ECU 100 divides the interval from the previous fall time of the Nci signal to the fall time of the current Nci signal into six equal parts, and the F / S Crank counters ccrnk 20 to 1 are generated. Note that the end of the F / S crank counter ccrnk1 is the detection of the fall of the Nci signal input from the intake cam angle sensor 139.

  Further, the ECU 100 is also based on the Nco signal input from the exhaust cam angle sensor 140, as with the generation of the F / S crank counter ccrnk based on the Nci signal input from the intake cam angle sensor 139. A crank counter ccrnk can be generated.

  Furthermore, the ECU 100 generates the F / S crank counter ccrnk more accurately based on both the Nci signal input from the intake cam angle sensor 139 and the Nco signal input from the exhaust cam angle sensor 140, thereby more accurately calculating the F / S. An S crank counter ccrnk can be generated.

  In the above description, the cam counter ccam is used to generate the F / S crank counter ccrnk. However, the present invention is not limited to this, and the F / S is determined based on the time interval of the falling detection of the Nci signal. The F / S crank counter ccrnk may be generated using another method such as generating the crank counter ccrnk for use.

  As described above, even if the crank angle sensor 131 has failed, the ECU 100 determines that the Fc is based on the Nci signal input from the intake cam angle sensor 139 and the Nco signal input from the exhaust cam angle sensor 140. The / S crank counter ccrnk can be generated for fail-safe operation.

  However, in such a fail-safe function at the time of failure of the crank angle sensor 131, the F / S crank counter ccrnk is generated based on the detection signal input at a detection interval longer than the detection interval by the crank angle sensor 131. ing. For example, the ECU 100 generates a 30 ° CA F / S crank counter ccrnk by dividing the previous 180 ° CA interval into 6 equal parts. Therefore, the crank counter ccrnk for F / S at the time of execution of fail-safe in the crank angle sensor 131 is detected every 10 ° CA by the crank angle sensor 131, and a crank counter ccrnk of 30 ° CA is generated by the detected value for three times. It is less accurate than if you are.

  For this reason, if the failure of the electronic throttle control device 160 and the failure of the crank angle sensor 131 overlap, if both fail-safe functions are executed, the accuracy of the control will not be ensured. . That is, since the delay angle control executed by the fail-safe function at the time of failure of the electronic throttle control device 160 uses the F / S crank counter ccrnk generated by the fail-safe function at the time of failure of the crank angle sensor 131, There is a risk that the delay timing will be shifted.

  In view of this, the vehicle control apparatus according to the present embodiment is configured such that when the double failure of the electronic throttle control device 160 and the crank angle sensor 131 occurs, The execution of the fail-safe function is prohibited.

  Hereinafter, the characteristic structure of the vehicle 10 provided with the vehicle control apparatus in embodiment of this invention is demonstrated.

  The ECU 100 detects an abnormality of the crank angle sensor 131. That is, the ECU 100 constitutes crank angle sensor abnormality detection means in the present invention.

  Furthermore, the ECU 100 determines that the engine is detected based on the rotational positions of the intake camshaft 241 and the exhaust camshaft 242 detected by the intake cam angle sensor 139 and the exhaust cam angle sensor 140 on condition that an abnormality of the crank angle sensor 131 is detected. An F / S crank counter that controls 20 combustion cycles is generated. That is, the ECU 100 constitutes a pseudo timing generation means in the present invention.

  Further, the ECU 100 uses the generated F / S crank counter to continuously execute the fuel supply control process and the ignition timing control process for the engine 20 when the crank angle sensor 131 is abnormal. That is, the ECU 100 constitutes a continuation control means in the present invention.

  Further, the ECU 100 detects an abnormality of the electronic throttle control device 160. That is, the ECU 100 constitutes a throttle abnormality detection means in the present invention.

  Further, the ECU 100 stops the control of the electronic throttle control device 160 on the condition that the abnormality of the electronic throttle control device 160 is detected, and corrects the ignition timing of the engine 20 according to the accelerator opening degree Acc. Yes. That is, the ECU 100 constitutes an ignition timing correction means in the present invention.

  Further, the ECU 100 prohibits generation of the F / S crank counter on condition that an abnormality of the electronic throttle control device 160 is detected and an abnormality of the crank angle sensor 131 is detected. Further, the ECU 100 prohibits the generation of the F / S crank counter on the condition that the abnormality of the crank angle sensor 131 is detected while the ignition timing of the engine 20 is being corrected. ing. In addition, the ECU 100 prohibits the generation of the F / S crank counter on the condition that an abnormality of the electronic throttle control device 160 is detected while the F / S crank counter is being generated. It has become. That is, the ECU 100 constitutes timing generation prohibiting means in the present invention.

  Next, the operation of the vehicle control process in the present embodiment will be described with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 7 represents the execution contents of a vehicle control processing program executed by the CPU 100a of the ECU 100 using the RAM 100c as a work area. The vehicle control processing program is stored in the ROM 100b of the ECU 100. The vehicle control process is executed by the CPU 100a of the ECU 100 at predetermined time intervals from when the ignition is turned on to when it is turned off.

  As shown in FIG. 7, first, the CPU 100a of the ECU 100 determines whether or not the crank angle sensor 131 is abnormal (step S11). Specifically, the CPU 100a of the ECU 100 determines whether or not an abnormality detection signal from the crank angle sensor 131 has been received.

  When the crank angle sensor 131 is not abnormal, that is, when the crank angle sensor 131 is operating normally (determined as NO in step S11), the CPU 100a of the ECU 100 prohibits the crank angle sensor 131 from performing fail-safe. (Step S14), the control process of the vehicle is terminated. Specifically, the CPU 100a of the ECU 100 sets a Ne sensor FS execution prohibition flag.

  On the other hand, when it is determined that the crank angle sensor 131 is abnormal (determined as YES in step S11), the CPU 100a of the ECU 100 determines whether or not the electronic throttle control device 160 is fail-safe (step S12). ). Specifically, the CPU 100a of the ECU 100 determines whether or not the electric throttle FS flag is set.

  When the electronic throttle control device 160 is fail-safe, that is, when the electric throttle FS flag is set (determined NO in step S12), the CPU 100a of the ECU 100 executes fail-safe for the crank angle sensor 131. The vehicle is prohibited (step S14), and the control process for the vehicle is terminated.

  On the other hand, when the electronic throttle control device 160 is not fail-safe, that is, when the electric throttle FS flag is not set (determined as YES in step S12), the CPU 100a of the ECU 100 executes fail-safe for the crank angle sensor 131. Is permitted (step S13), and the control process of the vehicle is terminated. Specifically, the CPU 100a of the ECU 100 clears the Ne sensor FS execution prohibition flag.

  In the above embodiment, the CPU 100a of the ECU 100 stops fail safe for the crank angle sensor 131 when an abnormality of the electronic throttle control device 160 is detected during fail safe execution for the crank angle sensor 131. Then, fail safe for the electronic throttle control device 160 is executed. Specifically, when the abnormality of the electronic throttle control device 160 is detected, if the Ne sensor FS flag is set, the CPU 100a of the ECU 100 stops the fail safe for the crank angle sensor 131, and the F / S crank counter And the fail safe for the electronic throttle control device 160 is executed.

  As described above, in the vehicle control device according to the present embodiment, when the abnormality of the electronic throttle control device 160 is detected and the abnormality of the crank angle sensor 131 is detected, the F / S crank counter Since the generation is prohibited, the fail-safe function for the crank angle sensor 131 does not affect the correction of the ignition timing of the engine 20 performed by the fail-safe function for the electronic throttle controller 160. It is possible to perform ignition timing control as intended without deviation, to prevent interference due to double fail safe, and to prevent deterioration of drivability.

  In addition, the vehicle control apparatus according to the present embodiment generates the F / S crank counter on the condition that an abnormality of the crank angle sensor 131 is detected while the ignition timing is being corrected. Therefore, even if an abnormality occurs in the crank angle sensor 131 during execution of the fail-safe function for the electronic throttle control device 160, the fail-safe function for the electronic throttle control device 160 is not affected, and drivability is improved. Deterioration can be prevented.

  Further, the vehicle control apparatus according to the present embodiment is provided on the condition that an abnormality of the electronic throttle control apparatus 160 is detected while the F / S crank counter is being generated. Since the generation of the crank counter is prohibited, when an abnormality occurs in the electronic throttle control device 160 during execution of the fail safe function for the crank angle sensor 131, the F / S crank in the fail safe function for the crank angle sensor 131 is generated. Since the generation of the counter is prohibited and the fail safe function for the electronic throttle control device 160 is executed, the fail safe function for the crank angle sensor 131 does not interfere with the fail safe function for the electronic throttle control device 160, and the drivability deteriorates. Can be prevented.

  In addition, in embodiment mentioned above, although demonstrated as what has one ECU, it is not restricted to this, You may be comprised by several ECU. For example, the ECU 100 of the present embodiment may be configured by a plurality of ECUs such as an E-ECU that performs combustion control of the engine 20 and a T-ECU that performs transmission control of the transmission 30. In this case, each ECU inputs and outputs necessary information mutually.

  As described above, the vehicle control device according to the present invention has an effect of preventing interference due to double fail-safe and preventing deterioration of drivability, and an electronic throttle control device and a crank angle sensor. It is useful as a control device for a vehicle that performs fail-safe for the above.

10 vehicle 20 engine 100 ECU (crank angle sensor abnormality detection means, pseudo timing generation means, continuation control means, throttle abnormality detection means, ignition timing correction means, timing generation prohibition means)
131 Crank angle sensor 132 Drive shaft rotational speed sensor 133 Accelerator opening sensor 139 Intake cam angle sensor (cam angle sensor)
140 Exhaust cam angle sensor (cam angle sensor)
160 Electronic throttle control device (throttle control device)
161 Throttle valve 162 Throttle motor 163 Throttle opening sensor 201 Combustion chamber 210 Cylinder block 211 Piston 213 Crankshaft 220 Cylinder head 221 Intake port 222 Exhaust port 223 Intake valve 224 Exhaust valve 241 Intake camshaft 242 Exhaust camshaft 243 Intake cam 244 Exhaust Cam 245 Intake cam sprocket 246 Exhaust cam sprocket 247 Intake side rotation phase controller 248 Exhaust side rotation phase controller 249 Crank sprocket 250 Timing belt 251 Tensioner 252 Idler pulley 254 Crank sensor plate 255 Intake cam sensor plate 256 Exhaust cam sensor plate 311 Intake pipe 321 Exhaust pipe

Claims (3)

In a control device for a vehicle for controlling a throttle control device for changing an intake air amount of the engine to control the engine,
A crank angle sensor for detecting the rotational position of the crankshaft of the engine;
A cam angle sensor for detecting the rotational position of the camshaft of the engine;
Crank angle sensor abnormality detecting means for detecting abnormality of the crank angle sensor;
Pseudo reference timing for controlling the combustion cycle of the engine based on the rotational position of the camshaft detected by the cam angle sensor on condition that the crank angle sensor abnormality is detected by the crank angle sensor abnormality detection means Pseudo timing generation means for generating
Continuous control means for continuously executing fuel supply control processing and ignition timing control processing for the engine when the crank angle sensor is abnormal, using the pseudo reference timing generated by the pseudo timing generation means;
Throttle abnormality detection means for detecting abnormality of the throttle control device;
An accelerator opening sensor that detects the opening of the accelerator pedal;
Ignition timing for stopping the control of the throttle control device and correcting the ignition timing of the engine according to the degree of opening of the accelerator pedal on condition that an abnormality of the throttle control device is detected by the throttle abnormality detection means Correction means;
On the condition that the abnormality of the throttle control device is detected by the throttle abnormality detection means, and the abnormality of the crank angle sensor is detected by the crank angle sensor abnormality detection means, the pseudo operation is stopped without stopping the engine. Timing generation prohibiting means for prohibiting generation of the pseudo reference timing by the timing generating means;
A vehicle control device comprising:   The timing generation prohibiting means is provided on the condition that an abnormality of the crank angle sensor is detected by the crank angle sensor abnormality detecting means while the ignition timing is being corrected by the ignition timing correcting means. The vehicle control device according to claim 1, wherein the generation of the pseudo reference timing by the pseudo timing generation unit is prohibited.   The timing generation prohibiting means is provided on the condition that an abnormality of the throttle control device is detected by the throttle abnormality detecting means while the pseudo reference timing is being generated by the pseudo timing generating means. The vehicle control device according to claim 1, wherein the generation of the pseudo reference timing by the pseudo timing generation unit is prohibited.

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