JP4262221B2 - Combustion state diagnosis device for internal combustion engine - Google Patents

Description

  The present invention relates to a combustion state diagnostic device for an internal combustion engine (engine), and more particularly to a combustion state diagnostic device for an internal combustion engine that detects a combustion state of an engine from an engine speed fluctuation and indirectly detects misfire.

  Conventionally, a technique for detecting a combustion state by measuring the engine speed using the relationship between the torque generated by engine combustion and the engine speed (rotation speed) and detecting misfire indirectly is known. (For example, Patent Document 1).

This technique detects the engine speed at at least two points in one ignition cycle from the previous ignition to the current ignition, and sequentially calculates the fluctuation value of the engine speed in one ignition cycle based on the difference in the engine speed. The obtained rotational speed fluctuation values are statistically calculated and processed, and the combustion state of the engine is determined using the result of the calculation.
JP 58-51243 A

  However, in the diagnostic technique using the rotational speed fluctuation value, since the rotational speed is calculated based on the period of the signal output from the crank angle sensor provided on the engine crankshaft, the periodic error of the crank angle sensor signal (hereinafter referred to as pitch error). When the engine speed is large, the calculated rotational speed fluctuates even when the engine is rotating stably, and the level of the combustion state parameter, which is a differential value of the rotational speed, increases. As a result, even in the normal combustion state, the combustion state parameter exceeds the abnormal combustion determination value, and misjudgment of misfire occurs.

  For this reason, in order to prevent misfire misjudgment due to these pitch errors, the combustion state diagnosis apparatus employs pitch error correction control for correcting the pitch error amount.

  The pitch error correction control is a correction so that the crank angle period detected for each cylinder becomes the same during steady operation in a normal combustion state or during deceleration fuel cut. This correction is generally performed by a method of gradually correcting by filtering.

  Therefore, even if the pitch error correction control is employed, there is a state in which misfire misjudgment is likely to occur until the correction is completed. In other words, in the conventional technique, there is a problem that the normal combustion state is erroneously determined as misfire due to the influence of the pitch error until the pitch error correction is completed.

  Since this problem is likely to occur in a high rotation speed region where the S / N ratio (signal to noise ratio) is relatively small, the abnormal combustion determination value for detecting misfire cannot be set low in this region so far. As a result, there is a possibility that high misfire detectability cannot be secured in some operation regions.

  The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to correct a cycle error of a crank angle sensor used for measuring a required rotation time of a crankshaft in an engine combustion state diagnosis. An object of the present invention is to provide a combustion state diagnostic device for an internal combustion engine that can eliminate misfire misjudgment that occurs when the engine is not in a completed state and can ensure high misfire detection in the entire rotation speed range.

  In order to achieve the above object, the internal combustion engine combustion state diagnosis apparatus according to the present invention basically measures the elapsed time that the crankshaft of the internal combustion engine rotates a predetermined angle from the crank angle signal output from the crank angle detection means. When a predetermined condition is satisfied, a pitch error correction amount that compensates for the cyclic error of the crank angle signal is obtained, and the pitch error correction of the elapsed time is performed according to the pitch error correction amount, and the combustion state of the internal combustion engine is detected from the elapsed time. A combustion state diagnosis device for an internal combustion engine that calculates a combustion state parameter for performing an operation and compares the combustion state parameter with an abnormal combustion determination value to determine the presence or absence of abnormal combustion, and completes pitch error correction for the elapsed time The pitch error correction completion determination means for determining whether or not the pitch error correction is completed and the pitch error correction completion determination means complete the pitch error correction. When it is determined that the combustion state parameter is not in a state, it has an arithmetic means for correcting the abnormal combustion determination value upward and / or correcting the combustion state parameter downward, and the pitch error correction is incomplete Sometimes, the presence or absence of abnormal combustion is determined using at least one of the upwardly corrected abnormal combustion determination value and the downwardly corrected combustion state parameter.

  In the internal combustion engine combustion state diagnostic apparatus according to the present invention, preferably, the pitch error correction completion determination means completes the pitch error correction when the number of executions of the pitch error correction of the crank angle signal period becomes a predetermined value or more. Is determined.

  In the internal combustion engine combustion state diagnosis apparatus according to the present invention, preferably, the pitch error correction completion determination means determines the pitch error correction completion determination value separately for an automatic transmission and a manual transmission connected to the internal combustion engine. Set.

  In the combustion state diagnosis apparatus for an internal combustion engine according to the present invention, preferably, the calculation means corrects the abnormal combustion determination value upward at a specific ratio when pitch error correction is not completed.

  In the combustion state diagnosis apparatus for an internal combustion engine according to the present invention, preferably, the correction coefficient for correcting the combustion state determination value with a specific ratio is a function of the rotational speed of the internal combustion engine.

  In the combustion state diagnosis apparatus for an internal combustion engine according to the present invention, preferably, the calculation means corrects the combustion state parameter downward at a specific ratio when pitch error correction is not completed.

  In the combustion state diagnosis apparatus for an internal combustion engine according to the present invention, preferably, the correction coefficient for correcting the combustion state parameter at a specific ratio is a function of the rotational speed of the internal combustion engine.

  In the combustion state diagnosis apparatus for an internal combustion engine according to the present invention, preferably, abnormal combustion determination value correction and combustion state parameter correction when pitch error correction is not completed can be arbitrarily selected according to permission conditions.

  In the internal combustion engine combustion state diagnosis apparatus according to the present invention, preferably, the correction of the abnormal combustion determination value or the combustion state parameter when the pitch error correction is not completed is limited to a case where the internal combustion engine speed is equal to or higher than a predetermined speed. Do it.

  In the combustion state diagnosis apparatus according to the present invention, when the pitch error correction of the crank angle sensor is not completed, the abnormal combustion determination value or the combustion state parameter is corrected upward or downward at a specific ratio, so that it depends on the calculation rotational speed variation. Misfire misjudgment can be eliminated. The combustion state diagnosis apparatus according to the present invention implements a countermeasure for misfire misjudgment that occurs when the pitch error correction is incomplete, not by a measure for narrowing the manufacturing error of the crank angle sensor but by control construction.

  An embodiment of a combustion state diagnosis apparatus for an internal combustion engine according to the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of an in-vehicle engine to which a combustion state diagnosis device for an internal combustion engine is applied.

  In FIG. 1, the engine 10 has a combustion chamber 214. The engine 10 is provided with an ignition device 201 including a spark plug 2011. An air cleaner 200, a throttle valve 213, and an airflow sensor 204 are connected in order to the intake passage 220 of the engine 10.

  The flow rate of the air taken in from the air cleaner 200 is adjusted by the throttle valve 213, and then the flow rate passing through the throttle valve 213 is measured and injected from the fuel injection valve 202 into the intake passage 220 at a predetermined angle. It is mixed with fuel and supplied to the combustion chamber 214 of each cylinder (# 1, # 2, # 3, # 4).

  The exhaust passage 230 of the engine 10 is provided with an air-fuel ratio sensor 205, a three-way catalyst 206, etc., and the exhaust gas is purified by the three-way catalyst 206 and then discharged to the atmosphere.

  The fuel in the fuel tank 209 is sucked and pressurized by the fuel pump 210, and then led to the fuel inlet of the fuel injection valve 202 through the fuel piping system 212 having the pressure regulator 211. It is returned to the fuel tank 209.

  In the present embodiment, an in-line four-cylinder engine will be described as an example, but the present invention is not limited to this.

  In order to control the ignition timing by the ignition device 201, the fuel injection amount (air-fuel ratio) by the fuel injection valve 202, etc., an electronic control type control unit 207, which is well known in its own configuration, is provided.

  The control unit 207 includes an MPU 2071, a ROM 2072, a RAM 2073, a clock signal generation circuit 2074, a timer / counter circuit 2075, an I / O interface unit 2076, an output circuit 2078, a digital input unit 2079, an A / D converter 2077, and an analog input unit 2080. including.

  The control unit 207 includes a signal corresponding to the intake air amount (Qa) detected by the airflow sensor 204, and a signal indicating the rotational speed (engine rotational speed (Ne)) of the crankshaft 208 detected by the crank angle sensor 203. A signal or the like corresponding to the air-fuel ratio detected by the air-fuel ratio sensor 205 is supplied.

  Based on these signals, the control unit 207 performs ignition timing control, fuel injection (air-fuel ratio) control, and the like, and diagnoses the combustion state (determines whether there is abnormal combustion such as misfire). That is, when the control unit 207 executes the computer program, the combustion state diagnosis device is realized.

  Next, functional blocks of the combustion state diagnosis program (combustion state diagnosis device) executed by the control unit 207 will be described with reference to FIG.

  The combustion state diagnosis apparatus includes a required time measurement unit 101, a pitch error correction amount calculation unit 102, a combustion state parameter calculation unit 103, a pitch error correction completion determination unit 104, an abnormal combustion determination value calculation unit 105, and an abnormal combustion. A state determination unit 106 and a correction coefficient calculation unit 107 are provided.

  The required time measuring means 101 measures the required time required for the crankshaft 208 to rotate a predetermined angle from the crank angle signal output from the crank angle sensor.

  The pitch error correction amount calculation means 102 is configured to adjust the pitch error correction amount (pitch error correction coefficient so that the cycle of the crank angle detected for each cylinder is the same during steady operation in a normal combustion state or during deceleration fuel cut. ) Is calculated. The number of pitch error corrections performed by the pitch error correction amount calculation means 102 is backed up and saved.

  The pitch error correction completion determination unit 104 determines whether or not pitch error correction has been completed. Whether or not the pitch error correction has been completed is determined based on whether or not the number of times that the pitch error correction amount calculation unit 102 has performed the pitch error correction of the crank angle signal period has reached a predetermined value or more. In other words, if the number of pitch error correction executions exceeds a predetermined value, it is determined that pitch error correction is complete.

  The correction coefficient calculation means 107 calculates a correction coefficient when the pitch error correction is not completed. The pitch error correction incomplete correction coefficient includes a correction coefficient for correcting the combustion state parameter and a correction coefficient for correcting the abnormal combustion determination value.

  The combustion state parameter calculation unit 103 calculates a combustion state parameter from the required time measured by the required time measurement unit 101 and the correction coefficient when the pitch error correction is not completed calculated by the correction coefficient calculation unit 107. When the pitch error correction is not completed, the combustion state parameter is corrected downward at a specific ratio based on a correction coefficient when the pitch error correction is not completed.

  The abnormal combustion determination value calculation means 105 calculates an abnormal combustion determination value from the engine speed, the engine load, and the correction coefficient when the pitch error correction is not completed calculated by the correction coefficient calculation means 107. When the pitch error correction is not completed, the abnormal combustion determination value is corrected upward at a specific ratio based on a correction coefficient when the pitch error correction is not completed.

  Combustion state parameter correction when the pitch error correction is not completed by the combustion state parameter calculation unit 103 and abnormal combustion determination value correction when the pitch error correction is not completed by the abnormal combustion determination value calculation unit 105 can be arbitrarily selected according to permission conditions. it can.

  The combustion state determination unit 106 determines the presence or absence of abnormal combustion such as misfire based on the combustion state parameter calculated by the combustion state parameter calculation unit 103 and the abnormal combustion determination value calculated by the abnormal combustion determination value calculation unit 105. In the present embodiment, when the pitch error correction is not completed, the combustion state determination unit 106 outputs at least one of the abnormal combustion determination value corrected upward at a specific ratio and the combustion state parameter corrected downward at a specific ratio. Used to determine the presence or absence of abnormal combustion.

  Here, a fact that is a premise of the combustion state diagnosis of the present embodiment and a consideration based on the fact will be described.

  FIG. 3 shows the change in the rotational speed with respect to the crank angle of the engine. In FIG. 3, the solid line indicates the change in the rotational speed when the third cylinder # 3 misfires, and the broken line indicates the change in the rotational speed when the combustion state is normal.

  First, a description will be given of a rotation speed measurement section (hereinafter referred to as a window width) with a predetermined crank angle set for each cylinder (# 1, # 2, # 3, # 4). Based on the reference signal REF of the crank angle sensor 203, the TDC (piston top dead center) of each cylinder is detected. A first crank angle is obtained from the TDC using the crank angle signal POS by the crank angle sensor 203 and is set as the window start point Ws. The second crank angle is obtained from the window start point Ws using the same crank angle signal POS, and the window width W is from the first crank angle to the second crank angle.

  Then, an elapsed time (time required for the crankshaft to rotate a predetermined angle) Tw is measured, and a pitch error correction coefficient FCPECn for each cylinder is calculated from the elapsed time Tw. However, the calculation of the pitch error correction coefficient FCPECn is performed only when the calculation condition for the correction coefficient is satisfied.

Assuming that the window elapsed time of a cylinder in the ignition cycle is Tw [i] and the pitch error correction coefficient of the cylinder is FCPEC [i], the window elapsed time TMw [ i] is calculated.
TMw [i] = Tw [i] (1 + FCPEC [i] · Fk) (1)
However, Tw [i]: Elapsed time after correction of pitch error of window width W of cylinder currently in ignition cycle (correction window elapsed time)
FCPEC [i]: Pitch error correction coefficient of the cylinder currently in the ignition cycle Fk: Coefficient

Next, the combustion state parameter D1A1 is obtained from the following equation (2) based on the window elapsed time TMw [i] obtained by the equation (1).
D1A1 = (TMw [i] −TMw [i−1]) / TMw3 [i] · k Equation (2)
However, D1A1: Combustion state parameter TMw [i]: Correction window elapsed time of cylinder in current ignition cycle TMw [i-1]: Correction window elapsed time of cylinder in previous ignition cycle k: Calculation coefficient

  FIG. 4 shows the window elapsed time Tw [i] when the first cylinder # 1 misfires and the behavior of the combustion state parameter D1A1 obtained by the equation (2). Note that the window width is 120 ° (CA) and the engine speed is 4000 r / min.

  When the combustion state of the engine is normal, the window elapsed time of each cylinder is substantially equal, so the combustion state parameter D1A1 indicates substantially 0. However, when a misfire occurs, no torque is generated in the misfire cylinder and the rotational speed decreases. As shown in FIG. 4A, the value of the window elapsed time Tw [i] increases. At this time, the combustion state parameter D1A1 has a certain positive value as shown in FIG. Therefore, the presence or absence of a misfire cylinder can be determined by comparing the combustion state parameter D1A1 with a preset value (abnormal combustion determination value).

  Specifically, as shown in FIG. 5, the combustion state parameter D1A1 is compared with a preset abnormal combustion determination value D1CTH, and when D1A1 ≧ D1CTH, it is determined that misfire has occurred, and the misfire counter CMTLB is counted up. When D1A1 <D1CTH, misfire counting is not performed as a normal combustion state. When the count number of the misfire counter CMTLB exceeds a preset value (MIL lighting threshold), a warning lamp (MIL) on the meter panel is turned on to warn the driver.

  FIG. 6 shows an example of misfire misjudgment that occurs when the pitch error correction is not performed. FIG. 6 shows the behavior of the combustion state parameter D1A1 when the pitch error correction is not performed (correction value = 0) and the vehicle is gradually accelerated up to 6000 r / min. In the high rotation speed region where the S / N ratio is low, the level of the combustion state parameter D1A1 increases despite the normal combustion state, and as a result, the misfire misjudgment exceeds the abnormal combustion determination value D1CTH.

  By continuing to operate in this region, the misfire counter CMTLB reaches the MIL lighting level, leading to MIL erroneous lighting.

  FIG. 7 shows the behavior of the combustion state parameter D1A1 when the pitch error is corrected and the vehicle is slowly accelerated to 6000 r / min in the normal combustion state as described above. In this case, since the variation in engine rotation is suppressed by the pitch error correction, the level of the combustion state parameter D1A1 also becomes low and does not exceed the abnormal combustion determination value D1CTH, so that misjudgment of misfire does not occur.

  From this, as one of the measures for solving misjudgment of misfire occurring in the pitch error correction incomplete state, when the pitch error correction is incomplete, the abnormal combustion determination value D1CTH is corrected upward at a specific ratio, and For example, the combustion state parameter D1A1 is corrected downward at a specific ratio.

  That is, by correcting the abnormal combustion determination value D1CTH or the combustion state parameter D1A1 with a specific coefficient only when the pitch error correction is not completed, the combustion state parameter D1A1 does not exceed the abnormal combustion determination value D1CTH, and misfires occur. It is possible to take measures against misjudgment.

  For this purpose, it is necessary to determine whether or not pitch error correction has been completed. Next, the method will be described.

  FIG. 8 shows the relationship between the number of pitch error correction executions and the level of the combustion state parameter D1A1 at 6000 r / min in the normal combustion state. As described above, since the pitch error correction is gradually corrected by filtering, the pitch error is corrected each time the number of executions of the pitch error correction increases, and the level of the combustion state parameter D1A1 converges to a specific value. To do.

  For this reason, the stable level is set as the pitch error correction completion state, and the correction completion determination is performed when the number of pitch error corrections exceeds a specific value. Further, the determination value of the pitch error correction completion determination can be set separately because the convergence varies depending on the type of transmission (AT / MT) connected to the engine.

A specific formula is shown below.
Pitch error correction completion judgment: SMCOUNT ≧ KSMFIN
Pitch error correction incomplete determination: SMCOUNT <KSMFIN

  Here, SMCOUNT is the number of times the pitch error correction has been performed, and KSMFIN is the pitch error correction completion determination value.

  Next, a method for correcting the abnormal combustion determination value when the pitch error correction is not completed will be described.

  When the pitch error correction is incomplete, the combustion state parameter level is increased due to the effect of the pitch error, and the misfire misjudgment is reached exceeding the abnormal combustion determination value D1CTH. Therefore, as shown in FIG. Only when the abnormal combustion determination value D1CTH is increased by a specific coefficient to a value larger than the combustion state parameter.

Specifically, the abnormal combustion determination value D1CTH is based on a value set from the engine speed and the engine load, and a correction when the pitch error correction is not completed is added thereto. Equation (3) shows the calculation formula.
D1CTH = MDTHC · CMPSMC1 Formula (3)
However, MDTHC: Basic abnormal combustion judgment value obtained from engine speed and load
CMPSMC1: Pitch error correction incomplete coefficient 1

The coefficient CMPSMC1 when the pitch error correction is not completed is obtained as follows.
Condition (A): SMCOUNT ≧ KSMFIN
When condition (A) is satisfied: CMPSMC1 = 1.0
When the condition (A) is not satisfied: CMPSMC1 = KD1CSMK1

  As shown in FIG. 10, KD1CSMK1 is a function of the engine speed because the required value varies depending on the engine speed.

  Next, a method for correcting the combustion state parameter D1A1 when the pitch error correction is not completed will be described.

  When the pitch error correction is not completed, the level of the combustion state parameter increases due to the influence of the pitch error, and the misfire misjudgment is reached exceeding the abnormal combustion determination value D1CTH. Therefore, only when the pitch error correction is not completed, FIG. As shown, the combustion state parameter D1A1 is lowered to a value smaller than the abnormal combustion determination value by a specific coefficient.

Specifically, the combustion state parameter is calculated according to the above-described equation (2) from the change in the elapsed time of the window set from the crankshaft angle, and a correction when the pitch error correction is not completed is added thereto. . The calculation formula is shown in Formula (4).
D1A1 = (Tw [i] −Tw [i−1]) / Tw3 [i] · k · CMPSMC2 Equation (4)
D1A1: Combustion state parameter
Tw [i]: Window W elapsed time of the cylinder currently in the ignition cycle
Tw [i-1]: Window W elapsed time of the cylinder in the previous ignition cycle
k: arithmetic coefficient
CMPSMC2: Pitch error correction incomplete coefficient 2

The coefficient CMPSMC2 when the pitch error correction is not completed is obtained as follows.
Condition (A): SMCOUNT ≧ KSMFIN
When the condition (A) is satisfied: CMPSMC2 = 1.0
When the condition (A) is not satisfied: CMPSMC2 = KD1CSMK2

  As shown in FIG. 12, KD1CSMK2 is a function of the engine speed because the required value varies depending on the engine speed.

  An example of the combustion state diagnosis routine executed by the control unit 207 will be described with reference to the flowcharts shown in FIGS. This combustion state diagnosis routine is repeatedly executed for each ignition.

  First, window elapsed time (required time required for rotating a predetermined crank angle) Tw [i] is measured (step 801).

  Next, it is determined whether or not a calculation condition for correcting a pitch error (period variation of the crank angle sensor) is satisfied (step 802). The correction calculation condition is that a condition for performing steady operation or decelerating fuel cut in a normal combustion state is satisfied.

  When the correction calculation condition is satisfied, the pitch error correction coefficient FCPECn is calculated (step 804), the correction calculation count (SMCOUNT) is incremented by one (step 806), and the process proceeds to step 807.

  In contrast, when the correction calculation condition is not satisfied, the pitch error correction coefficient FCPECn = 0 is set (step 803), and the count value (SMCOUNT) of the correction calculation count is not counted up (step 805), and the process proceeds to step 807.

  In step 807, the window elapsed time TMw [i] in which the pitch error is corrected with respect to Tw (i) is calculated using the pitch error correction coefficient FCPECn calculated in step 803 or 804.

  Next, whether or not pitch error correction has been completed is determined from the calculation count value (SMCOUNT) for pitch error correction (step 808).

  When (SMCOUNT <KSMFIN) is satisfied, that is, when the pitch error correction is not completed, it is determined whether or not the applied rotation speed condition (NDATA ≧ D1CSMN) of the correction coefficient when the pitch error is not completed is satisfied.

  This is a condition for limiting the correction area because misfire misjudgment when a pitch error is not completed occurs at a specific rotation speed or more. When (NDATA ≧ D1CSMN) is established, when a pitch error correction is not completed The coefficients cmpsmc1 = KD1CSMK1 and cmpsmc2 = KD1CSMK2 are set (step 811).

  On the other hand, when (SMCOUNT <KSMFIN) is not established (when pitch error correction completion is determined) or (NDATA ≧ D1CSMN) is not established, both of the coefficients mppsmc1 and cmpsmc2 are 1.0 (no correction) (when no correction is made) Step 810).

  Next, it is determined whether or not a diagnosis condition is satisfied (step 812). When the diagnosis condition is not satisfied, this routine is terminated.

  On the other hand, when the diagnosis condition is satisfied, the combustion state parameter D1A1 is calculated from the equation (4) (step 813), and the abnormal combustion determination value D1CTH is calculated from the equation (3) (step 814).

  Then, the combustion state parameter D1A1 and the abnormal combustion determination value D1CTH are compared, and an abnormal combustion (misfire) determination is performed (step 816). When combustion state parameter D1A1 ≧ abnormal combustion determination value D1CTH, it is determined that abnormal combustion (misfire) has occurred, the misfire counter is incremented by 1, and this routine is terminated. The routine is also terminated when the combustion state parameter D1A1 ≧ the abnormal combustion determination value D1CTH is not satisfied.

  FIG. 16 shows the behavior of the combustion state parameter D1A1 when accelerating to 6000 r / min in a state where the pitch error correction is not performed (correction value = 0).

  Conventionally, when this mode operation is performed in a vehicle with a large crank angle sensor period variation, the level of the combustion state parameter increases due to the effect of the period variation, and the misfire misjudgment exceeds the abnormal combustion determination value. However, in this embodiment, it is determined in step 807 that the pitch error correction has not been completed, and the correction coefficient cmpsmc1 or cmpsmc2 is added to the abnormal combustion determination value and the combustion state parameter. As a result, the combustion state parameter is determined to be abnormal combustion determination. It will be understood that no value is exceeded and no misfire misjudgment occurs.

  As a result, in the combustion state diagnostic device of the present embodiment, misfire misjudgment does not occur in the entire rotation speed region even when the pitch error correction is incomplete, so the abnormal combustion determination value is set low after the pitch error correction is completed. As a result, it is possible to ensure a high misfire detection property in the entire rotational speed range. In other words, it is possible to achieve both misjudgment countermeasures for misfire and securing a misfire detection rate.

1 is a schematic configuration diagram showing an embodiment of a combustion state diagnostic device according to the present invention, together with an in-vehicle engine to which it is applied. The functional block diagram which shows the combustion condition diagnostic content which the control unit of a vehicle-mounted engine performs. The table which showed the change with respect to the crank angle of the engine speed at the time of misfire. The table which shows the change of the window elapsed time (A) and the combustion state parameter (B) at the time of misfire of cylinder # 1. The table which shows misfire determination and misfire count. The time chart which shows the cause etc. which misfire misjudgment arises in the state where pitch error correction is not implemented. The time chart which shows that misfire misjudgment does not arise in the state after pitch error correction execution. The table which shows the level change of the combustion state parameter D1A1 with respect to the frequency | count of pitch error correction implementation. The time time chart which shows correction | amendment of the abnormal combustion determination value at the time of pitch error correction incomplete. The table figure which shows an example of the correction coefficient 1 at the time of the pitch error correction incomplete with respect to an engine speed. The time time chart which shows correction | amendment of the combustion state parameter at the time of pitch error correction incomplete. The table figure which shows an example of the correction coefficient 2 at the time of the pitch error correction incomplete with respect to an engine speed. The flowchart which shows the front | former stage part of an example of the combustion state diagnostic routine which a control unit performs. The flowchart which shows the middle stage part of an example of the combustion state diagnostic routine which a control unit performs. The flowchart which shows the back | latter stage part of an example of the combustion state diagnostic routine which a control unit performs. The time time chart which shows the effect | action in this invention embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10: Engine 101: Time required measurement means 102: Pitch error correction amount calculation means 103: Combustion state parameter calculation means 104: Pitch error correction completion determination means 105: Abnormal combustion determination value calculation means 106: Abnormal combustion determination determination means 107: Correction Coefficient calculation means 200: Air cleaner 201: Ignition device 202: Fuel injection valve 203: Crank angle sensor 204: Air flow sensor 205: Air-fuel ratio sensor 206: Catalyst 207: Control unit 208: Crankshaft 209: Fuel tank 210: Fuel pump 211 : Pressure regulator 212: Fuel pipe 213: Throttle valve 214: Combustion chamber

Claims (9)

The elapsed time for the crankshaft of the internal combustion engine to rotate a predetermined angle is measured from the crank angle signal output by the crank angle detection means, and a pitch error correction amount that compensates for the cyclic error of the crank angle signal when a predetermined condition is satisfied is obtained. A pitch error correction for the elapsed time is performed according to a pitch error correction amount, a combustion state parameter for detecting a combustion state of the internal combustion engine is calculated from the elapsed time, and the combustion state parameter is compared with an abnormal combustion determination value to determine an abnormality. A combustion state diagnostic device for an internal combustion engine that determines the presence or absence of combustion,
If the pitch error correction completion determining means for determining whether or not the pitch error correction for the elapsed time has been completed, and the pitch error correction completion determining means determines that the pitch error correction is not completed, the abnormality Arithmetic means for performing at least one of correcting the combustion determination value upward or correcting the combustion state parameter downward;
Combustion state diagnosis of an internal combustion engine characterized by determining the presence or absence of abnormal combustion using at least one of an upwardly corrected abnormal combustion determination value and a downwardly corrected combustion state parameter when pitch error correction is incomplete apparatus.   2. The internal combustion engine according to claim 1, wherein the pitch error correction completion determination unit determines that the pitch error correction is completed when the number of times of performing the pitch error correction of the crank angle signal period becomes a predetermined value or more. Engine combustion state diagnostic device.   3. The internal combustion engine according to claim 2, wherein the pitch error correction completion determination unit sets a determination value of pitch error correction completion separately for an automatic transmission and a manual transmission for transmissions connected to the internal combustion engine. Combustion state diagnosis device.   The combustion state diagnosis apparatus for an internal combustion engine according to any one of claims 1 to 3, wherein the arithmetic means corrects the abnormal combustion determination value upward at a specific ratio when pitch error correction is not completed.   The combustion state diagnosis apparatus for an internal combustion engine according to claim 4, wherein the correction coefficient for correcting the combustion state determination value at a specific ratio is a function of the rotational speed of the internal combustion engine.   The combustion state diagnosis apparatus for an internal combustion engine according to any one of claims 1 to 4, wherein the calculation means corrects the combustion state parameter downward at a specific ratio when pitch error correction is not completed.   The combustion state diagnosis apparatus for an internal combustion engine according to claim 6, wherein the correction coefficient for correcting the combustion state parameter at a specific ratio is a function of the rotational speed of the internal combustion engine.   6. The combustion state diagnosis apparatus for an internal combustion engine according to claim 1, wherein the abnormal combustion determination value correction and the combustion state parameter correction when the pitch error correction is not completed can be arbitrarily selected according to permission conditions. .   9. The correction of the abnormal combustion determination value or the combustion state parameter when the pitch error correction is not completed is performed only when the internal combustion engine speed is equal to or higher than a predetermined speed. The combustion state diagnostic apparatus for an internal combustion engine according to one item.

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