JP4415003B2 - Fail-safe control device for internal combustion engine - Google Patents

Description

  The present invention relates to fail-safe control of intake air amount of an internal combustion engine.

As described in Patent Document 1, a variable valve mechanism having a configuration that continuously changes the valve lift amount and the valve operating angle of an intake valve and an exhaust valve is known.
The variable valve mechanism includes a control shaft disposed substantially parallel to the cam shaft, a control cam eccentrically fixed to the outer periphery of the control shaft, a rocker arm pivotally supported by the control cam, A link arm / eccentric cam that swings and drives one end of the rocker arm according to the rotation of the camshaft, and a swing cam that swings in conjunction with the other end of the rocker arm and opens the intake / exhaust valve And a DC servo motor that rotationally drives the control shaft.

The DC servo motor is feedback-controlled so that the actual operating angle of the control shaft detected by the operating angle sensor matches the target operating angle corresponding to the required valve opening characteristics.
The variable valve mechanism can control the intake air amount independently of the throttle valve by making the valve lift amount and the valve operating angle variable. However, when a negative pressure source is required for sucking a brake negative pressure source, purge gas, or blow-by gas into an intake system in a passenger car or the like, the intake negative pressure is generated under a predetermined condition by providing a throttle valve.
JP 2001-012262 A

When the intake air amount is controlled using the variable valve mechanism, it is necessary to ensure that the intake air amount can be controlled even when the variable valve mechanism fails.
The present invention has been made paying attention to such a conventional problem, and an object of the present invention is to perform appropriate intake air amount control even when the intake air amount control system fails.

For this reason, the invention according to claim 1
A fail-safe control device for an internal combustion engine provided with a variable valve mechanism for controlling the intake air amount by variably controlling the engine valve lift characteristics when the engine valve is opened and closed according to the rotation of the camshaft by a motor. Because
When it is determined that a failure in which the engine valve lift characteristic is fixed has occurred in any of the variable valve mechanisms, the failed variable valve is set so that the target intake air amount when both of the variable valve mechanisms are normal is the target intake air amount. Correct and control a normal variable valve mechanism according to the state of the mechanism failure,
A fuel injection amount to be injected in the failed variable valve mechanism side cylinder group is set corresponding to the intake air amount according to the failure state of the variable valve mechanism;
The fuel injection amount is controlled by setting the fuel injection amount injected in the cylinder group of the normal variable valve mechanism in accordance with the intake air amount corresponding to the operation state of the variable valve mechanism subjected to the correction control. Features.

The invention according to claim 2
Each of the variable valve mechanisms is
A drive cam that rotates in synchronization with the crankshaft;
A drive cam fixed to the drive shaft;
A swing cam that opens and closes the engine valve by swinging;
A transmission mechanism linked to the drive cam side at one end and linked to the swing cam side at the other end;
A control shaft having a control cam for changing the attitude of the transmission mechanism;
An actuator that rotates the control shaft,
The engine valve lift characteristic can be changed by controlling the rotation of the control shaft by the actuator.

The invention according to claim 3
The engine valve lift characteristic of the failed variable valve mechanism is detected, and the correction amount of the engine valve lift characteristic of another normal variable valve mechanism is determined based on the detected value .

According to the invention of claim 1,
When a failure occurs in one of the variable valve mechanisms of the two cylinder groups, the total intake air amount can be controlled in the same manner as normal by adjusting with the normal variable valve mechanisms of the other cylinder groups .
In addition, since the fuel injection amount is set corresponding to the intake air amount of the malfunctioning variable valve mechanism and the corrected intake air amount of the normal variable valve mechanism, it can be controlled to the target air-fuel ratio, respectively. In addition, exhaust purification performance and output performance can be maintained satisfactorily.

According to the invention of claim 2,
With the variable valve mechanism having a configuration capable of changing the engine valve lift characteristic, the intake air amount of the cylinder group controlled by each variable valve mechanism can be controlled.

According to the invention of claim 3,
Also, (for example, variable valve mechanism, the rotation amount of the control shaft) failed variable valve timing of the engine valve lift characteristic by detecting, determining the intake air amount at a fixed engine valve lift characteristics at the time of failure Since the amount of deviation from the normal state is known, the amount of correction for the engine valve lift characteristic of the normal variable valve mechanism is determined so as to compensate for the amount of deviation. can do.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a configuration diagram of an internal combustion engine for a vehicle according to an embodiment. An intake pipe 102 upstream of a V-type internal combustion engine 101 is provided with an electronically controlled throttle ETC 104 that opens and closes a throttle valve 103b by a throttle motor 103a. Is done. Intake manifolds 105 and 106 are connected to the left and right banks branching from the intake pipe 102. Then, air is sucked into the combustion chamber 108 from the electronic control throttle ETC 104 via the intake manifolds 105 and 106 and the intake valve 107 of each cylinder. A spark plug 109 is attached to the combustion chamber 108. Further, a fuel injection valve 200 is provided for each cylinder.

The combustion exhaust gas is discharged from the combustion chamber 108 through the exhaust valve 110, and after being purified by the catalyst 111, it is discharged into the atmosphere through the muffler 112.
The exhaust valve 110 is driven to open and close by a cam 113L, 113R supported on the exhaust side camshaft for each bank while maintaining a constant valve lift and valve operating angle, while the intake valve 107 is variable for each bank. The valve lift amount and the valve operating angle can be continuously changed by the valve mechanisms VEL 114L and 114R, respectively.

The variable valve mechanisms VEL 114L and 114R continuously change the valve lift amount and the valve operating angle of the intake valve 107 by changing the operating angle of the control shaft by a motor (actuator) (not shown) as will be described later. It is a mechanism, and the operating angle is detected by potentiometer type operating angle sensors 115L and 115R.
The control unit 116 is responsive to the accelerator opening detected by the accelerator opening sensor APS117 so that an intake air amount corresponding to the accelerator opening can be obtained by the opening of the throttle valve 103b and the opening characteristics of the intake valve 107. The electronic control throttle ETC104 and variable valve mechanisms VEL114L and 114R are controlled. However, under basic operating conditions other than operating conditions that require intake negative pressure, the throttle valve 103b is held fully open, and the intake air amount is controlled only by the variable valve mechanisms VEL114L and 114R. Thus, in the present embodiment, the intake air amount control system including the two variable valve mechanisms VEL 114L and 114R is provided for each cylinder group in the left and right banks.

  In addition to the accelerator opening sensor APS117, the control unit 116 detects an airflow meter 118 that detects the intake air amount (mass flow rate), a crank angle sensor 119 that extracts a rotation signal from the crankshaft, and an opening degree of the throttle valve 103b. Detection signals from the throttle sensor 120 and the like are input.

2 to 4 show the structure of the variable valve mechanism VEL115 in detail.
The variable valve mechanism VEL shown in FIGS. 2 to 4 includes a pair of intake valves 107, 107, a hollow cam shaft 13 that is rotatably supported by the cam bearing 14 of the cylinder head 11, and a shaft mounted on the cam shaft 13. Two eccentric cams 15, 15 that are supported rotating cams, a control shaft 16 that is rotatably supported by the same cam bearing 14 above the cam shaft 13, and a control cam 17 on the control shaft 16. A pair of rocker arms 18 and 18 supported so as to be swingable, and a pair of independent swing cams 20 and 20 disposed at upper ends of the intake valves 107 and 107 via valve lifters 19 and 19, respectively. I have.

The eccentric cams 15 and 15 and the rocker arms 18 and 18 are linked by link arms 25 and 25, and the rocker arms 18 and 18 and the swing cams 20 and 20 are linked by link members 26 and 26.
As shown in FIG. 5, the eccentric cam 15 has a substantially ring shape and includes a small-diameter cam main body 15a and a flange portion 15b integrally provided on the outer end surface of the cam main body 15a. A cam shaft insertion hole 15 c is formed through the shaft, and the shaft center X of the cam body 15 a is eccentric from the shaft center Y of the cam shaft 13 by a predetermined amount.

The eccentric cam 15 is press-fitted and fixed to the camshaft 13 on both outer sides that do not interfere with the valve lifter 19 via camshaft insertion holes 15c, and the outer peripheral surface 15d of the cam body 15a has the same cam profile. Is formed.
As shown in FIG. 4, the rocker arm 18 is bent in a substantially crank shape, and a central base portion 18 a is supported by the control cam 17 in a self-rotating manner.

A pin hole 18d into which a pin 21 connected to the tip end of the link arm 25 is press-fitted is formed at one end 18b protruding from the outer end of the base 18a, while the inner end of the base 18a is formed. A pin hole 18e into which a pin 28 connected to one end portion 26a (described later) of each link member 26 is press-fitted is formed in the other end portion 18c projecting from the portion.
The control cam 17 has a cylindrical shape, is fixed to the outer periphery of the control shaft 16, and the position of the axis P1 is eccentric from the axis P2 of the control shaft 16 by α as shown in FIG.

As shown in FIGS. 2, 6, and 7, the rocking cam 20 has a substantially horizontal U shape, and a cam shaft 13 is fitted into a substantially annular base end portion 22 so as to be rotatably supported. A support hole 22a is formed through, and a pin hole 23a is formed through the end 23 located on the other end 18c side of the rocker arm 18.
Further, a base circle surface 24a on the base end portion 22 side and a cam surface 24b extending in an arc shape from the base circle surface 24a toward the end edge side of the end portion 23 are formed on the lower surface of the swing cam 20. The circular surface 24 a and the cam surface 24 b come into contact with predetermined positions on the upper surfaces of the valve lifters 19 in accordance with the swing position of the swing cam 20.

That is, when viewed from the valve lift characteristics shown in FIG. 8, as shown in FIG. 2, the predetermined angle range θ1 of the base circle surface 24a becomes the base circle section, and the predetermined angle range θ2 from the base circle section θ1 of the cam surface 24b changes. This is a so-called ramp section, and further, a predetermined angle range θ3 from the ramp section θ2 of the cam surface 24b is set to be a lift section.
The link arm 25 includes an annular base portion 25a and a projecting end 25b projecting at a predetermined position on the outer peripheral surface of the base portion 25a. At the center position of the base portion 25a, the cam body of the eccentric cam 15 is provided. A fitting hole 25c is formed in the outer peripheral surface of 15a so as to be freely rotatable, and a pin hole 25d through which the pin 21 is rotatably inserted is formed in the protruding end 25b.

The link arm 25 and the eccentric cam 15 constitute a swing drive member.
Further, the link member 26 is formed in a straight line having a predetermined length, and circular pin ends 26a and 26b have pin holes 18d in the other end 18c of the rocker arm 18 and the end 23 of the swing cam 20, respectively. , 23a, and pin insertion holes 26c and 26d through which end portions of the pins 28 and 29 are rotatably inserted are formed.

In addition, snap rings 30, 31, and 32 that restrict the axial movement of the link arm 25 and the link member 26 are provided at one end of each pin 21, 28, and 29.
The control shaft 16 is rotationally driven within a predetermined rotation angle range by an actuator 121 such as a DC servo motor provided at one end, and the operating angle of the control shaft 16 is changed by the actuator 121. Thus, the valve lift amount and the valve operating angle of the intake valve 107 are continuously changed, and the valve operating angle changes smaller as the valve lift amount decreases (see FIG. 9).

  When reducing the valve lift and the valve operating angle, as shown in FIGS. 6A and 6B, the axis P2 of the control shaft 16 is positioned below the axis P1 of the control cam 17. As shown in FIGS. 7A and 7B, when the control shaft 16 is rotated and the valve lift amount and the valve operating angle are increased, the axis P2 of the control shaft 16 is controlled. The control shaft 16 is rotated so that the shaft center P1 of the cam 17 is positioned further upward.

The control unit 114 converts the output (output voltage) of the operating angle sensor 113 into the operating angle of the control shaft 16 in accordance with a preset conversion characteristic, and the actuator 121 so that the detection result of the operating angle matches the target value. Feedback control.
Next, in the V-type internal combustion engine 101 provided with two variable valve mechanisms VEL114L and 114R, which are the intake air amount control system, for each bank (cylinder group), fail-safe when the intake air amount control system according to the present invention fails. Control will be described.

Specifically, whether or not there is a failure in the variable valve mechanisms VEL114L and 114R is diagnosed, and when one variable valve mechanism VEL fails, fail-safe control for compensating intake air amount control by the other variable valve mechanism VEL is performed. Do.
The fail safe control will be described with reference to the block diagram of FIG. 11 according to the flowchart of FIG.

In step 1, failure diagnosis is performed on the variable valve mechanism VEL114L in the left bank. In step 2, failure diagnosis is performed on the variable valve mechanism VEL114R in the right bank.
Specifically, the failure diagnosis is performed for each variable valve mechanism VEL as shown in FIG.
First, the target operating angle VELTRG of the variable valve mechanism VEL is obtained by referring to the map based on the required engine load LOAD detected by the accelerator opening sensor APS117 and the engine rotational speed Ne.

Next, a target air amount (base air amount) QBASE corresponding to the normal time is obtained by referring to the map based on the target operating angle VELTRG and the engine speed Ne.
At the same time, the actual operating angle VELPOS of the VEL is detected by the corresponding operating angle sensor 115, and the smoothed operating angle VELCOM is calculated by performing the filtering process.
Based on the actual operating angle VELCOM and the engine speed Ne, an actual air amount QVREAL corresponding to the actual VEL state (state at the time of failure) is obtained by referring to the map.

A deviation DLTQVEL between the target air amount QBASE and the actual air amount QVREAL is calculated.
When VEL fails, the deviation DLTQVEL has a predetermined value.
For example, when one VEL fails in a direction that restricts the air amount, the actual air amount QVREAL is insufficient with respect to the target air amount QBASE, so that the deviation DLTQVEL has a positive value. When a failure occurs in the direction in which the amount becomes excessive, the actual air amount QVREAL increases with respect to the target air amount QBASE, and thus the deviation DLTQVEL becomes a negative value.

In Step 3 of FIG. 10, it is determined whether or not there is a failure in the variable valve mechanism VEL114L in the left bank. If it is determined that there is a failure, the operation of the variable valve mechanism VEL114L in the left bank fixed due to the failure in Step 4 Based on the angle, the target operating angle of the variable valve mechanism VEL 114 is corrected.
When it is determined in step 3 that there is no failure in the variable valve mechanism VEL114L in the left bank, the process proceeds to step 6, and similarly, it is determined whether or not there is a failure in the variable valve mechanism VEL114R in the right bank. Corrects the target operating angle of the variable valve mechanism VEL114 based on the operating angle of the variable valve mechanism VEL114R in the right bank fixed in step 7 due to the failure.

  Specifically, as shown in FIG. 11, the correction of the target operating angle is performed by changing the above-described deviation DLTQVEL between the target air amount QBASE and the actual air amount QVREAL to the number of variable valve mechanisms VEL (2 in this embodiment). This value is calculated as a target air amount correction amount HOSQVEL for the normal side variable valve mechanism VEL. Here, dividing by the number of systems of the variable valve mechanism VEL is that the actual air amount QVREAL at the time of failure is calculated as the total intake air amount in a state where all the systems have failed. This is because the amount of deviation is only the amount of the failed variable valve mechanism VEL, and this amount is adjusted by the variable valve mechanism VEL on the normal side.

Then, the correction amount HOSQVEL of the target air amount is corrected by adding to the target air amount QBASE. Based on the corrected target intake air amount TRGVELQ and the engine rotational speed Ne, the corrected target operating angle VELTRGH is calculated. calculate.
In this way, the variable valve mechanism VEL on the normal side is controlled so that the corrected target operating angle VELTRGH is obtained, so that the total intake air amount is adjusted to be the same value as in the normal state.

  By correctly controlling the total intake air amount, the total value of all the cylinders of the fuel injection amount calculated based on the intake air amount detected by the air flow meter is ensured to be the same value as normal. This alone will ensure a temporary fail-safe function. However, if the malfunctioning cylinder group and the normal cylinder group are controlled to the same fuel injection amount, one of them will be rich and the other will be lean with respect to the target air-fuel ratio, so the exhaust purification performance will be impaired. The total output torque also deviates from the target value due to variations in combustion efficiency.

Therefore, in this embodiment, in order to ensure a higher-performance fail-safe function, the fuel injection amount is corrected according to the intake air amounts of the normal side variable valve mechanism VEL and the fault side variable valve mechanism VEL. Take control.
That is, when the variable valve mechanism VEL114L on the left bank fails, in step 5, the fuel group for the right bank on the normal side and the cylinder group on the left bank on the failure side are respectively expressed as follows: The injection amount Ti is corrected.

Basic fuel injection amount Tp = Kconst # × Q / Ne Kconst # is a constant Right bank fuel injection amount TiR = (Tp + VELHOS) × COEF + Ts
Left bank fuel injection amount TiL = (Tp−VELHOS) × COEF + Ts
Here, VELHOS is calculated by the following equation using the correction amount HOSQVEL of the target air amount.

VELHOS = Kconst # × HOSQVEL / Ne
COEF is a correction coefficient based on the water temperature, and Ts is the battery voltage correction amount. Similarly, when the variable valve mechanism VEL114R in the right bank fails, in step 8, the left bank cylinder group on the normal side and the right side on the failure side For each cylinder group in the bank, the fuel injection amount Ti is corrected as follows.

Left bank fuel injection amount TiL = (Tp + VELHOS) × COEF + Ts
Right bank fuel injection amount TiR = (Tp−VELHOS) × COEF + Ts
In this way, since the fuel injection amount is set corresponding to the intake air amount in the variable valve mechanism VEL on the failure side and the normal side, each can be controlled to the target air-fuel ratio, and the exhaust purification performance and output performance can be controlled. Can be maintained well .

The block diagram of the engine in embodiment of this invention. Sectional drawing which shows the variable valve mechanism in embodiment of this invention (AA sectional drawing of FIG. 3). The side view of the said variable valve mechanism. The top view of the said variable valve mechanism. The perspective view which shows the eccentric cam used for the said variable valve mechanism. Sectional drawing which shows the effect | action at the time of the low lift of the said variable valve mechanism (BB sectional drawing of FIG. 3). Sectional drawing which shows the effect | action at the time of the high lift of the said variable valve mechanism (BB sectional drawing of FIG. 3). The valve lift characteristic view corresponding to the base end face and cam surface of the rocking cam in the variable valve mechanism. FIG. 5 is a characteristic diagram of valve timing and valve lift of the variable valve mechanism. The flowchart which shows the fail safe control of embodiment. The control block diagram which shows the fail safe control of embodiment.

Explanation of symbols

13 ... Camshaft 15 ... Eccentric cam (oscillation drive member)
16 ... Control shaft 17 ... Control cam 18 ... Rocker arm 20 ... Oscillating cam 25 ... Link arm (oscillating drive member)
DESCRIPTION OF SYMBOLS 101 ... Internal combustion engine 104 ... Electronically controlled throttle 107 ... Intake valve 109 ... Exhaust valve 113L ... Variable valve mechanism VEL (left bank side)
113R ... Variable valve mechanism VER (right bank side)
115L, 115R ... Operating angle sensor 116 ... Control unit 117 ... Accelerator opening sensor 118 ... Air flow meter 119 ... Crank angle sensor 121 ... Actuator

Claims (3)

A fail-safe control device for an internal combustion engine provided with a variable valve mechanism for controlling the intake air amount by variably controlling the engine valve lift characteristic when the engine valve is opened and closed in accordance with the rotation of the camshaft. Because
When it is determined that a failure in which the engine valve lift characteristic is fixed has occurred in any of the variable valve mechanisms, the failed variable valve is set so that the target intake air amount when both of the variable valve mechanisms are normal is obtained. Correct and control a normal variable valve mechanism according to the state of the mechanism failure,
A fuel injection amount to be injected in the cylinder group on the failed variable valve mechanism side is set corresponding to the intake air amount corresponding to the failure state of the variable valve mechanism;
The fuel injection amount is controlled by setting the fuel injection amount injected in the cylinder group of the normal variable valve mechanism in accordance with the intake air amount corresponding to the operation state of the variable valve mechanism subjected to the correction control. A fail-safe control device for an internal combustion engine. Each of the variable valve mechanisms is
A drive cam that rotates in synchronization with the crankshaft;
A drive cam fixed to the drive shaft;
A swing cam that opens and closes the engine valve by swinging;
A transmission mechanism linked to the drive cam side at one end and linked to the swing cam side at the other end;
A control shaft having a control cam for changing the attitude of the transmission mechanism;
An actuator that rotates the control shaft,
2. The fail-safe control device for an internal combustion engine according to claim 1, wherein the engine valve lift characteristic can be changed by controlling the rotation of the control shaft by the actuator. 2. The engine valve lift characteristic of a failed variable valve mechanism is detected, and a correction amount for the engine valve lift characteristic of another normal variable valve mechanism is determined based on the detected value. 2. A fail-safe control device for an internal combustion engine according to 2 .

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