JP4692357B2 - Diagnosis device for valve timing control device - Google Patents

Description

  The present invention relates to a diagnosis of a valve timing control device that changes the operation timing of at least one of an intake valve and an exhaust valve of an engine, and in particular, obtains a combustion state of an engine from an ionic current and thereby estimates an operation timing of the valve. Regarding technology.

  Conventionally, as disclosed in, for example, Patent Document 1, in an engine in which the operation state of the intake or exhaust valve is switched between the low speed side and the high speed side, an ionic current generated in the combustion chamber after ignition of the air-fuel mixture is It is known to detect whether the actual valve timing is on the low speed side or the high speed side by comparing with the ion current waveform on the low speed side or the high speed side stored in advance. ing.

  That is, in general, the ion current is considered to be generated using ions generated by combustion as a medium, and the generation method varies depending on the combustion state. Therefore, the waveform of the ion current has a low valve timing. It changes with the switching of the high speed side.

Therefore, in the above-mentioned document, the ion current waveform is measured and stored in advance for each of the low speed side and high speed side valve timings, and this is compared with the waveform of the ion current detected during engine operation. Thus, it is determined whether the actual valve timing is on the low speed side or the high speed side. Based on this determination result, malfunction or failure of the valve timing control device can be detected.
Japanese Patent Application Laid-Open No. 08-21295

  By the way, in recent years, in order to increase the intake charge efficiency in the entire engine operation region, a variable phase valve timing control device in which the valve timing is continuously changed according to the change of the operation state is becoming widespread. In an engine equipped with such a thing, there is a demand for determining whether the valve timing is advanced or retarded, that is, whether the valve timing is changed.

  However, the diagnostic device of the conventional example only determines whether the detected ion current waveform matches the low speed side or the high speed side that is stored in advance, so that the valve timing advances. It is not possible to judge the angle and the slow angle. This is because the conventional example is intended for a two-stage switching type engine in which the valve timing is switched to either the low speed side or the high speed side, and no further determination is required.

  In this regard, the inventor of the present application diligently studied the correlation between the ion current waveform and the valve timing, and as a result, when the engine is in a specific operating state, there is a high correlation between the change in the valve timing and the change in the ion current waveform. The present invention has been completed.

  That is, in general, when the valve timing is changed, the valve overlap period of intake and exhaust changes accordingly, so the amount of burnt gas (internal EGR) remaining in the combustion chamber also changes, thereby causing combustion. Become active or slow. For example, if the amount of internal EGR is small, the combustion becomes active as a whole, so that the ion current waveform becomes relatively high and steep, whereas if the amount of internal EGR increases, the combustion becomes slow as a whole. Is relatively low and gentle.

  Then, if the operation state is such that the change in the internal EGR amount is large with respect to the change in the valve overlap as described above and a significant change appears in the ion current waveform, based on the change in the ion current waveform, It is considered that the change timing of the valve timing can be determined more finely than before.

  In view of such a point, the object of the present invention is to devise the conditions for determining the change timing of the valve timing so that the determination of the valve timing based on the detected value of the ion current can be performed more finely and accurately than in the past. Is to make it.

In order to achieve the above-mentioned object, the present invention is based on an ion current value detected in a specific operation state in which an intake passage of an engine is throttled by a throttle valve and intake charge efficiency into a combustion chamber is relatively low. The change state of the valve operation timing was determined.

Specifically, the invention of claim 1 is a diagnostic device for a valve timing control device that controls the operation timing of at least one of the intake and exhaust valves of an engine, and detects ions that generate an ion current generated in the combustion chamber of the engine. Based on the ion current value detected by the ion current detection means in a predetermined operating state in which the current detection means and the intake passage of the engine are throttled by a throttle valve and the intake charge efficiency into the combustion chamber is relatively low Determination means for determining a change state of the valve operation timing by the valve timing control device, and the determination means determines the valve operation timing based on the ion current value detected in the deceleration operation state of the engine. It is assumed that the change state is determined .

With the above configuration, when the engine is in operation, when the intake passage is throttled by the throttle valve and the intake charge efficiency into the combustion chamber is in a specific operation state that is relatively low, the ionic current generated in the combustion chamber Is detected by the ion current detection means, and based on this, the change state of the valve operation timing is determined by the determination means.

That is, when the negative pressure in the intake passage is throttled by the throttle valve is increased, the flow rate of the exhaust gas sucked back from the exhaust passage in the valve overlap period of intake and exhaust is increased, the valve actuation timing is in this state, The change rate of the internal EGR amount when changed is increased, and the change of the ion current value due to this is also increased.

  In general, when the efficiency of charging the intake air into the combustion chamber is high, the combustion becomes very active. Therefore, even if the amount of internal EGR changes, the change in the combustion state due to the change does not easily appear. If the combustion is relatively low and the combustion becomes relatively slow, a change in the combustion state due to a change in the internal EGR amount tends to appear, and a change in the ionic current due to this also becomes relatively large.

Therefore, in a specific operation state in which the intake passage is throttled by the throttle valve as in the above-described configuration and the intake charging efficiency into the combustion chamber is relatively low, the change in the ion current value due to the change in the valve operation timing is significant. Therefore, the change state of the valve operation timing can be determined more finely and accurately than the conventional one based on the detected value of the ion current.

In the deceleration operation state, the intake passage is roughly closed by the throttle valve, while the engine speed is relatively high, so the intake charging efficiency becomes very low and the intake / exhaust differential pressure becomes considerably large. This is a particularly preferable situation.

The invention of claim 2 is a diagnostic device for a valve timing control device for controlling the operation timing of at least one of intake and exhaust valves of a spark ignition type engine, and detects an ionic current generated in the combustion chamber of the engine. And the ion current value detected by the ion current detection means in a specific operation state where the intake passage of the engine is throttled by a throttle valve and the intake charge efficiency into the combustion chamber is relatively low. based on, and a determination means for determining change state of the valve actuation timing by the valve timing control device, the determination unit, based on the ignition timing at least the ion conductive current values, estimates the valve actuation timing It shall be comprised so that it may do.

With this configuration, the same effect as that of the invention of claim 1 can be obtained, and for example, the overall speed of combustion can be determined based on the interval from ignition to the peak of the ionic current. It becomes possible to estimate the correlated internal EGR amount, and hence the valve operation timing.

However, when the engine speed is different, the also the time interval from the ignition to the ion current reaches a peak same, since as the change in between the crank angle that is different, even without least an ion current value ignited It is preferable to estimate the valve operation timing based on the timing and the engine speed (invention of claim 3 ).

In general, the combustion state of the engine is influenced not only by the internal EGR but also by the so-called external EGR and the amount of intake air combined with fresh air, the flow strength in the combustion chamber, the temperature of the combustion chamber, etc. If the valve operation timing is estimated in this way, it is preferable to further consider the engine load. However, since the engine load is considered to be very low in any specific operating state of the engine, such as the deceleration or idle, the engine load is considered to be very low. The change in load can be ignored.

If it becomes possible to estimate the valve operation timing in this way, this is compared with the target value of the valve operation timing in the valve timing control device to diagnose a failure related to the valve timing control device and notify the failure notification means. (Invention of claim 4 ). By so doing, it is possible to accurately diagnose a failure in the valve timing control device and notify it early.

Also preferred, based on the estimated valve actuation timing as described above, it is providing a valve timing correction means for correcting the control by the valve timing control device so as to approach the target value (claim 5 Invention). In this way, the valve operation timing is optimized by the correction.

More preferably, based on the valve operation timing estimated as described above, for example, if it is shifted to the side where the overlap of the intake and exhaust valves becomes larger, it is advanced, and if it is shifted, the retard is In other words, an ignition timing correction means for correcting the ignition timing of the engine is provided (invention of claim 6 ). In this way, the ignition timing corresponding to the actual internal EGR amount is corrected to an appropriate ignition timing, thereby not only responding to the failure of the valve timing control device but also reducing the effect of changes in the internal EGR amount due to cycle fluctuations. Thus, the engine operating efficiency can be increased.

As described above, according to the diagnostic apparatus of the valve timing control apparatus according to the present invention, an intake passage of the engine is throttled by the throttle valve, in the operating state of intake air charging efficiency is lowered into the combustion chamber, the intake and exhaust Focusing on the fact that the change in the internal EGR amount with respect to the change in the valve overlap becomes large, thereby causing a remarkable change in the ion current value. Based on the ion current value detected at this time, the valve operation timing is changed. The change state can be determined more finely and accurately than in the past. In the deceleration operation state, the intake passage is roughly closed by the throttle valve, while the engine speed is relatively high, so the intake charging efficiency becomes very low and the intake / exhaust differential pressure becomes considerably large. This is a particularly preferable situation.

Further, based on the ignition timing and the ion conductive current values, to estimate the valves operation timing, based on the estimated valve actuation timing of its, and accurately diagnose a failure of the valve timing control apparatus, notification early can do.

Further, the control by the valve timing control device can be corrected or the ignition timing of the engine can be corrected in accordance with the estimated valve operation timing as described above, thereby improving the engine operating efficiency. it can.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

(Schematic configuration of the engine)
FIG. 1 schematically shows an engine 1 according to an embodiment having a diagnostic device according to the present invention. In this example, the engine 1 includes a plurality of cylinders 2, 2,... (Only one is shown in the figure) in series. Is a spark ignition type engine. As shown in the figure, the upper end of the cylinder 2 opens at the upper end surface of the cylinder block 3 and is closed by the lower surface of the cylinder head 4 mounted thereon. A piston 5 is fitted in the cylinder 2 so as to be able to reciprocate. A combustion chamber 6 is defined between the upper surface of the piston 5 and the lower surface of the cylinder head 4. On the other hand, a crankshaft (not shown) is disposed in the crankcase below the piston 5 and is connected to the piston 5 by a connecting rod.

  The cylinder head 4 is provided with an ignition plug 7 for each cylinder 2, and an electrode at the tip of the cylinder head 4 faces the combustion chamber 6, while a base end portion of the ignition plug 7 is connected to an ignition circuit 8. The ignition circuit 8 includes an igniter 8a composed of a power transistor and an ignition coil 8b, as shown only in FIG. 2 (a), and receives a control signal from a PCM 30 (to be described later) for each cylinder 2. The ignition plug 7 is energized at this timing (ignition timing). In this example, an ion current detection circuit 33 is connected to the ignition circuit 8 so that the ion current can be detected as shown in FIG. 5B, which will be described later.

  The cylinder head 4 is formed with an intake port 9 and an exhaust port 10 so as to open toward the combustion chamber 6 for each cylinder 2, and each port opening is opened and closed by a cam shaft. Intake and exhaust valves 11 and 12 (intake and exhaust valves) are provided. Although not shown in the figure, one camshaft is provided on each of the intake side and the exhaust side, and is connected to the crankshaft by a common cam chain. The intake shaft is synchronized with the rotation of the crankshaft. The intake and exhaust valves 11 and 12 are opened and closed at predetermined timings by rotating the side and exhaust side camshafts, respectively (see FIG. 3).

  Further, in this example, a phase variable mechanism 13 (Variable Valve Timing or less) capable of continuously changing the phase with respect to the rotation of the crankshaft within a predetermined angle range (for example, 40 to 60 ° CA) is applied to the intake-side camshaft. VVT 13 is attached, and the lift curve In of the intake valve 11 is changed to the advance side and the retard side by the VVT 13 as schematically shown in FIG. . Along with this, as shown in the figure, the overlap period of the exhaust valve 12 with the lift curve Ex changes, whereby the amount of burnt gas (hereinafter referred to as internal EGR) remaining in the combustion chamber 6 also changes.

  Specifically, as shown in FIG. 2 (b), the VVT 13 is arranged so as to cover the rotor 13a assembled to the front end portion of the intake side camshaft and the rotor 13a, and the cam chain is wound around the rotor 13a. The casing 13c is fixed to the sprocket 13b. Four vanes projecting radially outward are provided on the outer periphery of the rotor 13a, while four partition walls extending inward are provided on the inner periphery of the casing 13c. A plurality of hydraulic working chambers 13d, 13e,... Are formed between the vane and the partition wall.

  Then, a rotation input inputted to the sprocket 13b from a cam chain (not shown) is transmitted to the intake camshaft through the casing 13c, the hydraulic working chambers 13d and 13e, and the rotor 13a. At that time, the hydraulic pressure of the engine oil supplied to the hydraulic working chambers 13d, 13e,... Is adjusted by an oil control valve 13f (hereinafter referred to as OCV), so that the rotor 13a and the casing 13c, that is, the camshaft and the sprocket. The relative rotational position of 13a is changed, and the rotational phase of the cam shaft with respect to the crankshaft (hereinafter referred to as VVT phase) is changed.

  In other words, between the rotor 13a and the casing 13c of the VVT 13, advance hydraulic working chambers 13d, 13d,... And retard hydraulic working chambers 13e, 13e,. When the hydraulic pressure in the advance side working chambers 13d, 13d,... Is increased by the hydraulic control by the OCV 13f, the rotor 13a is rotated in the direction of rotation of the camshaft (indicated by an arrow in the figure) with respect to the casing 13c. As a result, the VVT phase is changed to the advance side, and the opening timing and the closing timing of the intake valve 11 are relatively changed to the advance side.

  On the contrary, when the hydraulic pressure in the retard side working chambers 13e, 13e,... Is increased by the hydraulic control by the OCV 13f, the rotor 13a is rotated with respect to the casing 13c in the direction opposite to the rotating direction of the camshaft. The phase is changed to the retard side, and the opening timing and the closing timing of the intake valve 11 are changed to the retard side.

  Returning to FIG. 1, an intake passage 15 is disposed on one side of the cylinder head 4 (left side in the figure) so that the downstream end communicates with the intake port 9. The upstream end of the intake passage 15 is connected to an air cleaner 16 for filtering fresh air introduced from the outside. From there, an air flow sensor 17 for detecting the intake air flow rate in order toward the downstream side, and an electric motor 18a. A throttle valve 18 that throttles the intake passage 15 by being driven by and an injector 19, 19, ... (only one is shown in the figure) for supplying fuel to each cylinder 2 is disposed.

  On the other hand, on the opposite side of the cylinder head 4 (the right side in FIG. 1), an exhaust passage 20 communicates with the exhaust port 10 and exhausts burnt gas (exhaust gas) from the combustion chamber 6 in each cylinder 2. It is arranged. In this exhaust passage 20, in order from the upstream side, an oxygen concentration sensor (hereinafter referred to as O2 sensor) 21 for detecting the air-fuel ratio of the air-fuel mixture based on the oxygen concentration in the exhaust gas, and a catalyst for purifying the exhaust gas A converter 22 is provided.

  Further, an exhaust gas recirculation passage 24 (hereinafter referred to as an EGR passage) for recirculating a part of the exhaust gas to the intake air passage 15 is branched and connected to the exhaust passage 20 upstream of the O2 sensor 21. The downstream end of the passage 24 communicates with the intake passage 15 on the downstream side of the throttle valve 18. An electric flow control valve 25 (hereinafter referred to as EGR valve) whose opening degree can be adjusted is disposed near the downstream end of the EGR passage 24, and exhaust gas recirculated through the EGR passage 24 (hereinafter referred to as external EGR). The flow rate is adjusted.

  Furthermore, a crank angle sensor 26 comprising an electromagnetic pickup or the like for detecting the rotation angle (crank angle) of the crankshaft is provided in the crankcase below the cylinder block 3 of the engine 1. The crank angle sensor 26 is an electromagnetic pickup that outputs a signal corresponding to the passage of a convex portion provided on the outer peripheral portion thereof as the rotor 27 attached so as to rotate integrally with the end portion of the crankshaft is rotated. It consists of a coil 26. Further, a water temperature sensor 28 for detecting the temperature state of the cooling water is provided on the water jacket (not shown) of the cylinder block 3.

  Output signals from the airflow sensor 17, the O2 sensor 21, the crank angle sensor 26, the water temperature sensor 28, etc. are input to a PCM (Power-train Control Module) 30, respectively. As is well known, the PCM 30 includes a CPU, ROM, RAM, an I / O interface circuit, etc. In addition to the sensors, a cam angle sensor 31 that detects at least the rotation angle (rotation position) of the intake camshaft. And an accelerator opening sensor 32 that detects the amount of operation of the accelerator pedal, respectively, to receive signals output from the accelerator pedal.

  The PCM 30 determines the operating state of the engine 1 based on the signals input from the sensors and controls the operation of the engine 1 accordingly. That is, the PCM 30 outputs an ignition timing control signal for each cylinder 2 to the ignition circuit 8, and outputs a signal for controlling the intake flow rate to the throttle valve 18, and the injector 19 for each cylinder 2. ,... Are output to the EGR valve 25 to control the amount of exhaust gas (external EGR) circulating to the intake system through the EGR passage 24. Is output.

  Further, the PCM 30 outputs a signal for changing the operation timing (valve timing) of the intake valve 11 to the VVT 13 (OCV 13 f) according to the operating state of the engine 1. In this valve timing control, valve timings that increase the intake charge efficiency ce are obtained in advance by experiments or the like corresponding to the operating state of the engine 1, a control map is created, and the engine operating state is determined from this control map. The valve timing control target value corresponding to is read, and signals from the crank angle sensor 26 and the cam angle sensor 31 are fed back to perform phase control of the VVT 13.

  In other words, the PCM 30 includes a VVT control unit 30a (control means) that changes the intake valve timing by controlling the VVT phase by the operation of the OCV 13f functionally according to the control program stored in the memory. The VVT control unit 30a and the VVT 13 constitute a valve timing control device.

  By the way, even if the valve timing is controlled while feedbacking the signals from the crank angle sensor 26 and the cam angle sensor 31, the rotor 13a of the VVT 13 is assembled to the cam shaft as in this embodiment. In this case, the operation timing of the intake valve 11 may be slightly shifted due to the assembly error, and if it is large, the combustibility of the engine 1 may be lowered.

  In addition, the operation of the VVT 13 may be restricted due to clogging of the hydraulic circuit, or an abnormality may occur in either the crank angle sensor 26 or the cam angle sensor 31, and the valve timing may be controlled by erroneous control. This greatly deviates from the target value, resulting in a significant decrease in combustibility.

  Furthermore, if the intake valve timing changes, the overlap period with the exhaust side also changes, and the amount of internal EGR also changes, but this internal EGR is once exhausted and then sucked back into the cylinder 2. Exhaust gas is also included, and the amount is not constant even if the valve overlap is the same. That is, the internal EGR amount undergoes periodic fluctuations (so-called cycle fluctuations) even during steady operation of the engine 1, which may adversely affect the combustibility and the like.

  In view of these points, in the engine 1 of this embodiment, the ion current generated in the combustion chamber 6 after ignition is detected by the ion current detection circuit 33 connected to the ignition circuit 8 as described above. A change in the state, and hence a change in the internal EGR rate, is estimated, and a failure of the VVT 13 is diagnosed based on the estimation result, or ignition timing correction control is performed.

(Estimation of VVT phase by ion current)
First, the concept of obtaining an evaluation value Ip (hereinafter referred to as ion parameter) having a high correlation with the internal EGR rate from the detected ion current value will be described. Conventionally, the ion current is considered to be generated using ions generated by combustion as a medium. In this embodiment, as shown in FIG. An ion current detection circuit 33 is connected.

  In the illustrated example, the ion current detection circuit 33 includes a power supply capacitor 33a connected in series to the end opposite to the ignition plug 7 on which the secondary side of the ignition coil 8b is grounded, and a detection circuit 33b. When the spark plug 7 is energized by the operation of 8a (ignition), a circuit is constituted by the electric charge stored in the power supply capacitor 33a and the ions generated in the combustion chamber 6, and a current flows, and this current is detected. The circuit 33b detects it. A signal from the detection circuit 33b is output to the PCM 30.

  The value of the ion current detected in this manner changes with the progress of the crank angle after ignition as schematically shown in FIG. 4B, and the waveform usually has two peaks in the first half and the second half. appear. The ionic current represented in the first half of the mountain is thought to be based on ions (radicals) present on the flame surface that expand as the flame nuclei grow after the mixture has ignited. It is strongly influenced by the speed of the combustion chamber and the flow strength of the combustion chamber. That is, the first half of the mountain becomes steeper as the initial combustion becomes active, and its peak advances.

  On the other hand, the ion current expressed in the latter half of the mountain is not only ions (radicals) generated by the combustion reaction itself as described above, but also NOx present in the burned gas is thermally ionized as the temperature of the combustion chamber rises. It is thought that the generated ions are also used as a medium, and the peak appears at the crank angle position where the temperature of the combustion chamber becomes the highest, and as a whole, the higher the combustion is, the lower the lower it is. .

  Then, as described above, with the change in valve timing, when the internal EGR amount increases, for example, when the overlap period of intake and exhaust changes, the combustion slows down as a whole, so that the ion current waveform is low overall. However, since the internal EGR, which is a burned gas, has a considerably high temperature, the combustion of the air-fuel mixture immediately after ignition (initial combustion) is rather accelerated, and the ion current that reflects this initial combustion state There is not much change in the first half of the waveform.

  On the other hand, the peak of the second half of the ion current waveform does not reflect the state of the initial combustion as described above, and becomes higher and steep as the combustion as a whole becomes more active, while it becomes lower as the combustion becomes slower. Therefore, if the internal EGR state is to be determined, it is better to exclude the information on the first half of the mountain that has a low correlation with the internal EGR and to make the determination based on the information contained in the second half of the ion current waveform. It is done.

  Therefore, in this embodiment, as schematically shown in FIG. 4, the latter half of the ion current waveform, that is, a specific period on the retard side from the compression top dead center (TDC) (in the example of the figure, the exhaust valve 12 of the exhaust valve 12). If the ion current value detected until the valve opening timing EVO) is integrated, and the total integrated value (corresponding to the area of the range shown by hatching in the figure) is set to a range of 10 to 90% The crank angle position accumulated up to “good” is used as an evaluation value representing the activity and slowness of the entire combustion, that is, the ion parameter Ip.

  FIG. 5 (a) shows the ignition timing and VVT phase (intake side valve timing) with the crank angle position where up to 50% of the total integrated value of ion current in the specific period is integrated as the ion parameter Ip. The change of the ion parameter Ip corresponding to the change of is shown. The solid line graph in the figure shows the case where the ignition timing is relatively advanced, the broken line graph shows the case where it is relatively retarded, and the alternate long and short dash line graph shows an intermediate ignition between them. The case is in time.

  According to the figure, if the ignition timing is the same, the ion parameter Ip moves to the retard side as the VVT phase is on the advance side and the overlap between the intake and exhaust is larger, and the internal EGR amount It can be seen that the increase slows down the combustion as a whole. That is, the interval from the ignition timing to the crank angle position corresponding to the ion parameter Ip is considered to represent the overall speed of combustion, and from this, it is correlated with the ignition timing and the ion parameter Ip. It is possible to estimate a certain internal EGR amount, and thus a VVT phase.

  At this time, even if the crank angle period from the ignition timing to the ion parameter Ip is the same, the time interval between the two differs if the engine speed is different. When estimating the internal EGR amount and thus the VVT phase based on Ip, it is preferable to consider at least the engine speed.

  In general, the combustion state of the engine 1 is considered to be influenced by factors such as the flow strength and temperature in the combustion chamber 6 in addition to the internal EGR. It can be said that it is preferable to consider the charging efficiency (that is, engine load). As with the internal EGR, the external EGR that greatly affects the combustion state is preferably constant, and more preferably stopped if possible.

  Here, the correlation between the ignition timing, the VVT phase, and the ion parameter Ip as shown in FIG. 5 (a) is obtained in the low load region of the engine. As shown, as the engine load increases, the rate of change in the ion parameter Ip with respect to the change in the VVT phase decreases (that is, the sensitivity of the Ip decreases). Therefore, the VVT phase is specified based on the ion parameter Ip. Becomes difficult. This is because if the charging efficiency of the intake air into the cylinder 2 increases as the engine load increases, the combustion becomes active as a whole, and even if the internal EGR amount changes, it is difficult for changes in the combustion state to appear. it is conceivable that.

  Based on the above considerations, in this embodiment, as shown in FIG. 6 (a), the engine operating region defined by the load of the engine 1 (the charging efficiency ce in the example in the figure) and the rotational speed ne. Among them, a plurality of grid points (x, y) are set at appropriate intervals in a range corresponding to a specific operation state with a low load, such as during idling, decelerating operation, or during vehicle cruise. Then, in the engine operating state corresponding to each lattice point, as shown in FIG. 5, data representing the correlation between the ion parameter Ip, the ignition timing, and the VVT phase is obtained by experiments.

  The experimental data thus obtained is organized, and the ion parameter Ip (Ip-1, Ip-2,..., Ip-b) and the ignition timing (Igt-1, Igt-2,. ..., Igt-a) and a calculation map for obtaining the VVT phase is created and electronically stored in the memory of the PCM 30. In this way, the ion parameter Ip is calculated from the ion current value detected during the predetermined low load operation of the engine 1, and the calculation map corresponding to the operation state at that time is referred to based on the ion parameter Ip and the ignition timing. Thus, the VVT phase can be obtained quantitatively.

  Incidentally, the engine operating state corresponding to the grid point (x, y) in FIG. 6 (a) may be dealt with by data interpolation. Further, for example, the outside air temperature, the engine water temperature, the atmospheric pressure, the air-fuel ratio, the VVT 13 The ion parameter Ip and the VVT phase obtained thereby may be corrected in accordance with the operating state of For example, if the above calculation is performed during the deceleration operation of the engine 1, the ignition timing may be controlled to be constant. In this case, instead of the calculation map of FIG. 6B, the ion parameter Ip An arithmetic table for obtaining the VVT phase from the above may be used.

-Calculation of ion parameters-
FIG. 7 is a flowchart specifically showing the procedure for obtaining the ion parameter Ip from the detected value of the ion current as described above. This flow is executed for each combustion cycle of each cylinder 2 when the control of the VVT 13 is executed by the VVT control unit 30a of the PCM 30 after the engine is warmed up (VVT execution flag is on), for example.

  In step SA1 after the start shown in the figure, after ignition, at least signals from the crank angle sensor 26, the cam angle sensor 31 and the ionic current detection circuit 33 are input to determine whether or not ignition noise has disappeared, that is, whether or not the ignition has ended. At the same time, it is determined whether or not compression top dead center (TDC) has been reached. If either determination is NO, the process returns. If both determinations are YES and ignition ends and TDC is reached, the process proceeds to step SA2 and detected. After the stored ion current value is stored in the memory in association with the crank angle, the process proceeds to step SA3.

  In step SA3, it is determined whether or not the valve opening timing EVO of the exhaust valve 12 has been reached. Until this time is reached, the process returns to step SA2, and the crank angle position and the ionic current value are determined at predetermined time intervals (for example, 0.1 milliseconds). Are stored in the memory in association with each other, and if EVO is reached, the process proceeds to step SA4 to calculate the ion parameter Ip. That is, the total accumulated value of the ion current stored so far is obtained, and the crank angle position where up to 50% is accumulated is specified as the ion parameter Ip.

  Then, the process proceeds to step SA5, and if the flag is on during execution of the VVT control, the process returns to step SA1 to continue the above procedure (continue the process), while if the execution flag of the VVT control is off, the process is continued. NO is determined to be NO and the control ends (END).

-Estimation of VVT phase-
Next, the procedure for estimating the current VVT phase using the ion parameter Ip calculated as described above is shown in the first half of the flowchart in FIG. As shown in the figure, in step SB1 after the start, it is determined whether or not a predetermined condition for diagnosing the VVT 13 is satisfied, and the system waits until the diagnosis condition is satisfied (determination is NO and returns). This determination is made, for example, in addition to the necessity of diagnosis (diagnosis is not necessary if diagnosis has already been completed), and first, a monitor value of VVT phase control calculated based on signals from the crank angle sensor 26 and the cam angle sensor 31. avta substantially matches the control target value, that is, the control system of the VVT 13 including these sensors is normal, the engine water temperature is equal to or higher than a predetermined value, that is, the combustion state of the engine 1 is sufficient. It is premised on that it is very good.

  Further, in order to diagnose the VVT 13, in this embodiment, the vehicle speed is equal to or higher than a predetermined value and the engine 1 is in a decelerating operation, and at that time, fuel cut control at the time of deceleration is not performed, or Originally, even in a situation where a deceleration fuel cut is performed, fuel cut control is not performed for diagnosis of VVT 13, but fuel injection control is performed so as to achieve an appropriate air-fuel ratio. .

  If all such various conditions are satisfied and the diagnosis condition is determined to be satisfied (YES), the process proceeds to step SB2, and the diagnosis of VVT 13 is executed. That is, first, the VVT 13 is forcibly operated so that the phase thereof is relatively advanced regardless of the operating state of the engine 1. As a result, the valve overlap of intake / exhaust increases, and the change in the internal EGR amount with respect to the change increases, and as shown in FIG. 5, the change in ion parameter Ip with respect to the change in VVT phase increases. Therefore, the determination accuracy of the VVT phase based on the ion parameter Ip is increased. In step SB2, a VVT diagnosis flag indicating that VVT diagnosis is being performed at the same time is turned on.

  Subsequently, in step SB3, referring to the calculation map of FIG. 6 as described above based on the ion parameter Ip calculated as in the flow of FIG. 7, the engine operating state (ce, ne), and the ignition timing, etc. Then, the calculation for estimating the current VVT phase is performed (estimation of the actual VVT phase VP). Further, based on signals from the crank angle sensor 26 and the cam angle sensor 31, the monitor value avta of the VVT phase calculated by the VVT control unit 30a of the PCM 30 is read from the memory.

  In the subsequent step SB4, a deviation between the estimated value VP of the VVT phase estimated in step SB3 and the monitor value avta read from the memory, that is, a VVT phase shift ΔVP is calculated and stored in the memory. In the following step SB5, it is determined whether or not the condition for continuing the diagnosis of VVT 13 is established in the same manner as in step SB1, and if this determination is YES, the process returns to step SB3 and the steps SB3 and SB4 are repeated. On the other hand, for example, if the vehicle speed has decreased to a value equal to or lower than the predetermined value V2 at which the diagnosis is completed and the condition for continuing the diagnosis is not satisfied (NO), the process proceeds to step SB6.

  In this step SB6, it is determined whether or not the data of the VVT phase shift ΔVP stored in the step SB4 exceeds a predetermined number necessary for the diagnosis of the VVT 13, and if it is less than the predetermined number and NO, the process returns to the step SB1. If a predetermined number or more of necessary data is stored, it is determined as YES and the process proceeds to step SB7 and later to perform a fault diagnosis of the VVT 13.

  That is, as schematically shown in FIG. 9, when the VVT phase is controlled according to changes in the vehicle speed or throttle opening while the vehicle is running, the vehicle speed is equal to or higher than a predetermined value V1 corresponding to the diagnosis start condition of VVT 13. (Time t1), when the throttle valve 18 is closed and the engine 1 is in a decelerating operation state (time t2), a little is considered in consideration of the possibility that it is accompanied by a shift change or the like. After waiting (delay), the VVT 13 diagnosis condition is determined to be satisfied (time t3), and the VVT diagnosis flag is turned on.

  That is, the VVT diagnosis flag is turned on in an engine decelerating operation state in which the intake passage 15 is substantially fully closed by the throttle valve 18 and the charging efficiency ce of the intake air sucked into the combustion chamber 6 in the cylinder 2 is relatively low. become. Then, the VVT phase is changed to the advance side suitable for diagnosis (changes to the advance side at time t3), and as described in the flow, based on the ion current value detected by the ion current detection circuit 33. The ion parameter Ip is calculated, the VVT phase is estimated based on the ion parameter Ip, and the data of the deviation ΔVP is repeatedly collected. Thereafter, if the vehicle speed drops below the predetermined value V2 at which the diagnosis is completed (time t4), the failure of the VVT 13 is diagnosed as follows.

-VVT failure diagnosis-
Based on a predetermined number of data of the VVT phase shift ΔVP obtained as described above, in step SB7 of FIG. 8, first, an average value of the phase shift ΔVP is calculated. In the following step SB8, it is determined whether or not the absolute value of the average value of the VVT phase shift ΔVP is equal to or less than a predetermined failure determination value: determination ΔVP. If YES, the process proceeds to step SB9, it is determined that there is no failure, and control ends. On the other hand, if the absolute value of the average value of the phase shifts ΔVP is larger than the failure determination value (NO), the process proceeds to step SB10, where it is determined that the VVT 13 is not mounted, and in the subsequent step SB11, the vehicle occupant fails. Or the correction of the VVT phase control is performed and the control ends (END).

  That is, for example, the rotor 13a of the VVT 13 is assembled so as to be shifted in the rotational direction with respect to the cam shaft, and as a result, the operation timing of the intake valve 11 is shifted to either the advance side or the retard side. The estimated value VP of the VVT phase based on the ion parameter Ip is larger than the monitor value avta to some extent (ie, the failure determination value: larger than the determination ΔVP), and shifts to the advance side or the retard side. .

  Therefore, the average value of the VVT phase shift ΔVP obtained as described above is compared with the failure determination value. If the average value of the phase shift ΔVP is larger than the failure determination value, a failure due to the assembly shift is diagnosed, and this is calculated. By notifying, it becomes possible to take an appropriate response accordingly. For example, the mechanical assembly displacement of the VVT 13 may be retightened after loosening the fastening bolt to the cam shaft of the rotor 13a and adjusting the position so that the displacement is eliminated.

  Alternatively, in step SB11 of the flow, instead of or in addition to the notification, the target of VVT phase control performed by the VVT control unit 30a of the PCM 30 based on the average value of the VVT phase shift ΔVP caused by the assembly shift It is also possible to correct the value (phase control value), that is, to shift the control target value to the advance side or the retard side accordingly. In this way, the VVT phase control is corrected so that the influence of the assembly deviation is eliminated, the intake valve timing becomes more appropriate, and the operating efficiency of the engine 1 is improved.

  7 and the first half of the flow of FIG. 8, the actual VVT phase, that is, the intake air pressure is determined based on the ion current value detected when the engine 1 is in a specific operation state such as a deceleration operation. The determination means 30b for estimating the valve timing is configured. In this embodiment, the determination means 30b integrates the ion current values detected after TDC in the combustion chamber 6 of the engine 1 and determines a predetermined total integrated value. The crank angle position (ion parameter Ip) accumulated up to the ratio is specified, and the VVT phase is estimated based on the ion parameter Ip and the ignition timing and further considering the engine speed and the like.

  In particular, step SB2 of the same flow constitutes a valve timing changing means 30c for forcibly changing the operation timing of the intake valve 11 so that the valve overlap is increased regardless of the operating state of the engine 1.

  Further, the VVT phase (estimated value VP) estimated by the determination means 30b of the PCM 30 and the monitor value avta (corresponding to the target value of VVT phase control) are compared by the procedure in the latter half of the flow of FIG. A failure notifying means 30d for diagnosing and notifying a failure related to control is configured.

  In particular, when the target value of the VVT phase control is corrected based on the average value of the phase shift ΔVP in step SB11 of the same flow, according to the shift ΔVP between the estimated value VP of the VVT phase and the monitor value avta by this step SB11. Thus, the valve timing correction means 30e for correcting the VVT phase control, that is, the control of the intake valve timing is configured.

(Ignition timing correction control)
Next, the ignition timing correction performed based on the VVT phase (estimated value VP) estimated as described above will be described. That is, generally, the ignition timing is set so that the engine operating efficiency is maximized while avoiding knocking or the like, and at this time, the peak of the cylinder internal pressure appears at 15-20 ° CA after compression top dead center (ATDC). However, when the internal EGR amount deviates from the target value due to the above-described deviation in VVT phase control or due to cycle fluctuation, and the combustion becomes slow, for example, the peak of the cylinder internal pressure is retarded. To the side, the efficiency will be reduced.

  Therefore, in this embodiment, by correcting the ignition timing based on the VVT phase (estimated value VP) estimated from the ion parameter Ip as described above, even if the internal EGR amount deviates from the target value, the peak of the cylinder internal pressure Appears in the above-mentioned desirable range so as to suppress a decrease in the operating efficiency of the engine 1.

  That is, first, as shown in FIG. 5 (a), the correlation between the ignition timing, the VVT phase and the ion parameter Ip is shown in FIG. 10, where the vertical axis represents the ion parameter Ip and the horizontal axis represents the ignition timing. The ion parameter Ip (actual Ip) obtained from the detected value of the ion current is advanced with respect to a point a determined from the current ignition timing (actual Igt) of 1 and the target VVT phase of control (which may be the monitor value avta). Suppose you are on the side.

  In this case, if the ignition timing is retarded from the point b corresponding to the actual Igt and the actual Ip to an appropriate Igt (point c in the figure) as indicated by an arrow in the figure, the value of the ion parameter Ip is the point a. Even if the combustion speed increases due to the deviation in the internal EGR amount, the peak of the cylinder internal pressure appears in the desired range by retarding the ignition timing accordingly.

  The specific procedure for correcting the ignition timing as described above will be described below with reference to the flowchart of FIG. 11. First, at step SC1 after the start, it is determined whether or not the VVT control is being executed, and the VVT execution flag is turned on. If it is being executed, the routine proceeds to step SC2, where an ignition timing correction flag indicating that the ignition timing is to be corrected is turned on, and the routine proceeds to step SC3.

  In step SC3, the actual VVT phase is calculated (estimation of the actual VVT phase) as in step SB3 of the flow of FIG. 8, and the estimated actual VVT phase (estimated value VP) and, for example, the monitor value avta are calculated. Based on the current ignition timing (actual Igt), an appropriate ignition timing (appropriate Igt) is calculated as described with reference to FIG. For this calculation, an arithmetic map as shown in FIG. 6B may be used.

  Subsequently, in step SC4, the ignition timing deviation ΔIgt between the actual Igt and the appropriate Igt is calculated (ΔIgt = appropriate Igt−actual Igt). In step SC5, the current ignition timing is corrected to correct the ignition timing. The offset value Igtofs added to the control value (actual Igt) is calculated and added to the basic control target value Igtpcmseq corresponding to the operating state of the engine 1 to calculate the next control value of the ignition timing. (Step SC6). Note that ΔIgt (−1) and Igtofs (−1) both indicate values in the previous control cycle.

  That is, in this embodiment, as schematically shown in FIG. 12 (a), in order to correct the basic control target value Igtpcmseq set in advance corresponding to the operating state of the engine 1. The offset value Igtofs is always added to determine the ignition timing control value, and the offset value Igtofs is updated in accordance with the ignition timing deviation ΔIgt obtained for each control cycle. Yes.

  Thus, by controlling the ignition timing by adding the offset value Igtofs to the basic control target value Igtpcmseq, even if the basic control target value Igtpcmseq changes due to a change in the operating state of the engine 1, First, ignition timing control in which the offset value Igtofs is reflected is performed, and the influence of individual variations of the engine 1 can be reduced. Further, by correcting the ignition timing in accordance with the deviation ΔIgt, the influence of the change in the internal EGR amount due to the deviation of the VVT phase control and the cycle fluctuation is reduced, and the operating efficiency of the engine 1 is increased.

  FIG. 12B shows the VVT phase after the VVT control unit 30a of the PCM 30 starts controlling the VVT 13 (VVT control execution flag is turned on) and the ignition timing is corrected as described above. FIG. 6 schematically shows a change in the appropriate Igt obtained based on the estimated value VP and a change in the actual Igt that follows this change. For example, due to the cycle fluctuation of the internal EGR amount, the appropriate Igt as shown by the solid line in FIG. When I changes, the actual Igt also changes to follow this change (indicated by a one-dotted line in the figure), and it can be seen that the deviation between the two gradually decreases.

  Then, while the VVT control is being executed (YES in step SC7 in FIG. 11), the procedure of steps SC3 to SC6 is repeated. On the other hand, if the VVT control is ended (VVT execution flag is OFF), NO is determined in step SC7 and the step is performed. Proceeding to SC8, the ignition timing correction flag is turned off, and the control ends (end).

  If the VVT phase (estimated value VP) estimated by the determination means 30b of the PCM 30, that is, the intake valve timing is shifted to the larger valve overlap side by the flow of FIG. On the other hand, the ignition timing correction means 30f for correcting the ignition timing is configured such that if it is deviated, the ignition timing is shifted to the retard side.

  Therefore, according to the diagnostic device for the valve timing control device of the engine 1 according to this embodiment, when the engine 1 is in a specific operating state such as deceleration, the intake negative pressure is large and the charging efficiency ce is low, that is, the intake In a state where the change in internal EGR amount is large with respect to the change in the valve overlap of the exhaust and a significant change appears in the ion current value, the change state of the valve timing is changed based on the detected ion current value compared to the conventional case. It can be judged in detail.

  In addition, the VVT 13 is forcibly actuated to the advance side in the specific operation state to increase the overlap of the intake and exhaust, and the ion current is detected. Since the change in the internal EGR amount, and hence the ionic current value, becomes larger, the above effect can be further enhanced.

  Further, in this embodiment, based on the ion current value detected on the retard side from the TDC, that is, information on the first half of the ion current waveform having a low correlation with the internal EGR is excluded, and the latter half of the ion current waveform is excluded. On the basis of the information contained in, the state of the internal EGR having a high correlation with this, and thus the change state of the valve timing can be determined even more accurately.

  At that time, the crank angle position obtained by integrating up to a predetermined ratio of the total integrated value of the ion current in the specific period is used as an evaluation value (ion parameter Ip). In addition to the ion parameter Ip, the ignition timing, the charging efficiency ce Since the VVT phase can be accurately estimated on the basis of the engine speed ne, it is possible to accurately and accurately diagnose a failure such as an assembly error of the VVT 13 itself based on this estimation result, and to notify early. As a result, an appropriate response according to the failure state can be performed.

  That is, for example, when the assembly deviation of the VVT 13 is determined as described above, if the control is corrected so as to eliminate the VVT phase deviation ΔVP caused by this, the valve timing is made more appropriate and the operation of the engine 1 is performed. Efficiency can be improved.

  Alternatively, the ignition timing can be corrected in accordance with the detected VVT phase shift ΔVP. In this case, the ignition timing is advanced or retarded in accordance with the actual internal EGR amount deviation, thereby causing the peak of the cylinder internal pressure. Can be caused to appear in a desirable range, so that not only the failure of the VVT control system can be dealt with, but also the influence of the change in the internal EGR amount due to the cycle fluctuation can be reduced, and the operating efficiency of the engine 1 can be improved. .

  In the diagnostic device of this embodiment, as shown in the flow of FIG. 8, the determination regarding the VVT phase control is performed based on the ion current value detected when the engine 1 is in the deceleration operation state. However, the present invention is not limited to this. For example, VVT phase control is performed based on the ion current value detected when the engine 1 is in a specific operating state with a low load, such as during idling, deceleration operation, or during vehicle cruise. Judgment can be made.

  Moreover, in the said embodiment, although determination regarding VVT phase control is performed based on the ion current value detected in the specific period after TDC in the combustion chamber 6 of the engine 1, it is not restricted to the specific period. The determination can be made based on the detected value of the detected ion current.

  Further, as the ion parameter Ip, the crank angle position in which up to a predetermined ratio of the total integrated value of the ionic current in the specific period is used is not limited to this, but the slope or maximum value of the ionic current waveform is used. The ion parameter Ip can also be used.

  Further, in the above embodiment, in steps SB3 to SB5 in the flow of FIG. 8, after obtaining the phase shift ΔVP from the VVT phase estimated value VP and the monitor value avta and collecting a predetermined number or more of the data of the phase shift ΔVP, If the average value is greater than or equal to a predetermined value, a failure is diagnosed. However, the present invention is not limited to this. For example, data of a set of a VVT phase estimated value VP and a monitor value avta is collected to obtain a predetermined value. Based on this, a graph representing the correlation between the estimated value VP of the VVT phase and the monitor value avta can be obtained, and the failure can be diagnosed more finely based on this graph.

  Furthermore, in the above-described embodiment, the VVT 13 is disposed on the intake side of the engine 1 and thereby the operation timing of the intake valve 11 is controlled, but this is not limiting, and the VVT is disposed on the exhaust side. It may be what you did. Further, the configuration of the VVT is not limited to that of the above-described embodiment, and of course, it corresponds to various variable mechanisms of the type that changes the phase, and instead of or in addition to this, the intake and exhaust valves 11 and 12 The present invention can also be applied to an engine provided with a valve system that corresponds to a variable mechanism in which the lift amount is variable, and that further drives each valve by hydraulic pressure or electromagnetic force.

1 is a schematic structural diagram of an engine provided with a diagnostic device for a valve timing control device according to an embodiment of the present invention. It is explanatory drawing which shows typically the structure (a) of an ion current detection circuit, and the ion current waveform (b) detected by this. It is explanatory drawing (a) which shows the lift curve of an intake / exhaust valve, and the fragmentary sectional view (b) which shows an example of the structure of VVT. It is explanatory drawing which shows the definition of an ion parameter typically. It is a graph which shows an ignition timing, a VVT phase, and the change of an ion parameter mutually matched. Explanatory diagram schematically showing a grid point (a) set in the engine operating region and a calculation map (b) for obtaining the VVT phase from the ion parameter and ignition timing in the engine operating state corresponding to each grid point It is. It is a flowchart figure which shows the procedure of calculation of an ion parameter. It is a flowchart figure which shows the procedure of estimation of VVT phase, and the fault diagnosis of the VVT control system based on this, and correction | amendment control. It is a time chart figure of failure diagnosis of a VVT control system. It is explanatory drawing which shows the idea of ignition timing correction | amendment. It is a flowchart figure which shows the procedure of ignition timing correction | amendment. It is explanatory drawing which shows the procedure (a) of ignition timing correction | amendment, and the ignition timing (b) which changes by this.

1 Engine 6 Combustion chamber 11 Intake valve
12 Exhaust valve
13 VVT (phase variable mechanism)
18 Throttle valve 30 PCM
30a VVT controller (control means)
30b Determination means 30c Valve timing change means 30d Failure notification means 30e Valve timing correction means 30f Ignition timing correction means 33 Ion current detection circuit (ion current detection means)

Claims (6)

A valve timing control device diagnostic device for controlling the operation timing of at least one of an intake valve and an exhaust valve of an engine,
Ion current detection means for detecting ion current generated in the combustion chamber of the engine;
The valve timing control based on the ion current value detected by the ion current detection means in a specific operation state where the intake passage of the engine is throttled by the throttle valve and the intake charging efficiency into the combustion chamber becomes relatively low Determination means for determining a change state of the valve operation timing by the device ,
It said determining means, on the basis of the ion current value detected by the decelerating operation state of the engine, the diagnostic device of the valve timing control apparatus, characterized in that to determine the change state of the valve actuation timing. A diagnostic device for a valve timing control device for controlling the operation timing of at least one of intake and exhaust valves of a spark ignition engine,
Ion current detection means for detecting ion current generated in the combustion chamber of the engine;
The valve timing control based on the ion current value detected by the ion current detection means in a specific operation state where the intake passage of the engine is throttled by the throttle valve and the intake charging efficiency into the combustion chamber becomes relatively low Determination means for determining a change state of the valve operation timing by the device,
The determination means, based on the ignition timing at least the ion conductive current values, diagnostic apparatus of the valve timing control apparatus characterized by being configured to estimate the valve actuation timing. 3. The diagnostic apparatus according to claim 2 , wherein the determination unit is configured to estimate the valve operation timing based on at least the ion current value, the ignition timing, and the engine speed . Comparing the valve operation timing estimated by the determination means with the target value of the valve operation timing in the valve timing control device, it comprises a failure notification means for diagnosing a failure related to the valve timing control device and notifying the failure. The diagnostic device according to claim 2 or 3 . Based on the valve operation timing estimated by the determining unit, according to any one of claims 2-4, characterized in that it comprises a valve timing correction means for correcting the control of the valve operation timing by the valve timing control apparatus Diagnostic device. The diagnostic apparatus according to any one of claims 2 to 4 , further comprising an ignition timing correction unit that corrects an ignition timing of the engine based on the valve operation timing estimated by the determination unit.

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