JP5695128B2 - Control device for electric actuator mechanism for vehicle - Google Patents

Description

  The present invention relates to a control device for an electric actuator mechanism for a vehicle.

  Patent Document 1 discloses an accelerator operation amount detection device that includes two accelerator sensors that output a voltage signal corresponding to an operation amount of an accelerator pedal, and determines whether there is a sensor abnormality based on a difference between output voltages of both accelerator sensors. It is disclosed.

JP-A-8-158900

  By the way, the control device includes a first unit that calculates and outputs an operation amount based on a control amount and a target value of the electric actuator mechanism, and a second unit that calculates the target value and transmits the target value to the first unit. In the case of the configuration, when multiple sensors for detecting the control amount of the electric actuator mechanism are provided, it is usual to connect the plurality of sensors to the first unit.

  However, in the above system, when the control based on the detection value of the control amount is performed also on the second unit side, the control is performed by receiving the detection value data from the sensor from the first unit side. Since it takes time to send and receive data to and from the second unit, there is a problem that the accuracy of the control amount used by the second unit for control deteriorates and the control accuracy in the second unit decreases.

  The present invention has been made in view of the above-described problems. The first unit and the second unit are configured so that a sensor abnormality can be reliably detected by providing multiple sensors, and control is performed using a detection value of the sensor. It aims at improving the control accuracy in each.

For this reason, in the present invention , in each vehicle of the internal combustion engine composed of two banks, each vehicle is provided with a variable lift mechanism that is operated by an electric actuator and changes the valve operating angle of the intake valve together with the maximum valve lift amount. A first unit for controlling the variable lift mechanism; and a second unit configured to communicate with the first unit. The variable lift mechanism for each bank includes multiple sensors for detecting the valve operating angle. At least one of the sensors provided in the multiplex is connected to the first unit, and at least one sensor different from the sensor connected to the first unit is connected to the second unit, One unit of the second unit detects the valve operating angle detected by the sensor from the other unit. , And the received detection value, the detection value of the valve operating angle by the sensor connected to the one unit, and the detection value in the time required for communication between the first unit and the second unit Hazuki group and the amount of change, performs fault diagnosis of the sensor for each variable lift mechanism of each bank, and the failure diagnosis in a case where the variable lift mechanism of one bank a possible failure of the sensor Until the failure is confirmed , the first unit is configured to change the variable lift mechanism of the one bank based on a larger valve operating angle among the plurality of detected values of the valve operating angle of the variable lift mechanism of the one bank. And the variable lift mechanism of the other bank is controlled based on the detection value of the sensor connected to the first unit. When the failure of the sensor is established for configuration, the first unit is a variable lift mechanism of the cutoff to both banks of the power supply to the electric actuator of the variable lift mechanism of both banks was set to be fixed to a default position.
Further, the present invention includes a first unit that controls an electric actuator mechanism used in a vehicle, and a second unit configured to be able to communicate with the first unit, and the control amount of the electric actuator mechanism is controlled. Multiple sensors to be detected are provided, at least one of the sensors provided in the multiplex is connected to the first unit, and at least one sensor different from the sensor connected to the first unit is the second unit. One unit of the first unit and the second unit receives a detection value of a control amount by the sensor from the other unit, and is connected to the received detection value and the one unit. Change of the detected value in the time required for the communication between the first unit and the second unit If the sensor failure diagnosis is performed based on the above and there is a possibility of the sensor failure, the current detection value is operating most greatly until the failure diagnosis determines the failure. When the failure of a sensor connected to the first unit is confirmed, the first unit lowers the control gain compared to when it is normal and receives from the second unit. The electric actuator mechanism is controlled according to the detected value.
Further, the present invention includes a first unit that controls an electric actuator mechanism used in a vehicle, and a second unit configured to be able to communicate with the first unit, and the control amount of the electric actuator mechanism is controlled. Multiple sensors to be detected are provided, at least one of the sensors provided in the multiplex is connected to the first unit, and at least one sensor different from the sensor connected to the first unit is the second unit. One unit of the first unit and the second unit receives a detection value of a control amount by the sensor from the other unit, and is connected to the received detection value and the one unit. And performing a fault diagnosis of the sensor based on the detected value of the control amount by the sensor, and the maximum response of the electric actuator mechanism The amount of change in the control amount that changes with the time required for the communication when the electric actuator mechanism operates at the maximum response speed is calculated from the time required for the communication between the first unit and the second unit. And changing at least one of setting of a detection value used for failure diagnosis and a threshold value used for failure diagnosis according to the amount of change, and if there is a possibility of failure of the sensor, the first unit Until the failure is determined, the electric actuator mechanism is controlled based on the state of the largest operation at the current detection value.

  According to the above invention, sensor abnormality can be reliably detected, and each unit can obtain the detected value of the control amount without delay, and each unit can perform control with high accuracy.

1 is a system diagram of an internal combustion engine for a vehicle in an embodiment. It is a perspective view which shows the variable lift mechanism (electric actuator mechanism) of the intake valve in embodiment. It is sectional drawing which shows the principal part of the said variable lift mechanism. It is a figure which shows the variable valve timing mechanism in embodiment. It is a flowchart which shows the mode of the consistency diagnosis of the angle sensor performed by VEL controller (1st unit) in embodiment. It is a flowchart which shows the installation process of variation | change_quantity (theta) d used with the flowchart of FIG. It is a flowchart which shows the installation process of variation | change_quantity (theta) d used with the flowchart of FIG. It is a flowchart which shows the mode of the consistency diagnosis of the angle sensor performed by VEL controller (1st unit) in embodiment. It is a flowchart which shows the mode of the fail safe control performed by VEL controller (1st unit) in embodiment. It is a flowchart which shows the mode of the fail safe control performed by ECM (2nd unit) in embodiment. It is a flowchart which shows the mode of the fail safe control performed by ECM (2nd unit) in embodiment. It is a flowchart which shows the diagnosis of the angle sensor by the air fuel ratio difference between banks in embodiment. It is a system diagram of the internal combustion engine for vehicles provided with the independent intake system for every bank in an embodiment. It is a flowchart which shows the diagnosis of the angle sensor by the intake air amount difference between banks in embodiment.

Embodiments of the present invention will be described below.
FIG. 1 shows an internal combustion engine for a vehicle in the embodiment.
An internal combustion engine 101 shown in FIG. 1 is a V-type 6-cylinder engine composed of two banks (cylinder groups) 101a and 101b.

  However, the internal combustion engine 101 may be a V-type engine, an in-line engine, a horizontally opposed engine, or the like, and the number of cylinders is not limited to six, but may be four, eight, twelve, etc. There may be.

The combustion chamber 102 of each cylinder of the internal combustion engine 101 communicates with the atmosphere side via an intake duct 103, intake manifolds 104a and 104b, and an intake port 105.
The intake port 102a of the combustion chamber 102 (cylinder) is opened and closed by an intake valve 106. When the intake valve 106 opens when the piston 107 descends, air is sucked into the combustion chamber 102.

  On the other hand, a fuel injection valve 108 is provided for each cylinder in each of the branch portions 140a and 140b of the intake manifolds 104a and 104b, which is an intake passage on the upstream side of the intake valve 106. Is injected into the combustion chamber 102 together with air.

The fuel injection valve 108 is arranged such that the central axis of the spray is directed substantially toward the umbrella portion (intake port 102a) of the intake valve 106.
The fuel injection valve 108 may be an in-cylinder direct injection internal combustion engine that directly injects fuel into the combustion chamber 102.

  The fuel in the cylinder 102 is ignited and burned by spark ignition by the spark plug 109, and the explosive force generated thereby pushes down the piston 107, and the crankshaft 110 is rotationally driven by the push-down force.

  The exhaust port 102b of the combustion chamber 102 (cylinder) is opened and closed by an exhaust valve 111. When the exhaust valve 111 is opened when the piston 107 is raised, the combustion gas in the combustion chamber 102 is discharged to the exhaust port 112. Is done.

  An intake camshaft 131 and an exhaust camshaft 132 to which the rotational driving force of the crankshaft 110 is transmitted are provided in each of the banks 101a and 101b, and the intake valve 106 and the exhaust valve 111 are respectively connected to the intake camshaft 131 and the exhaust cam. The shaft 132 is driven to open by rotating.

  Here, the exhaust valve 111 is driven to open at a constant valve lift amount, valve operating angle, and valve timing (lift characteristic) by a cam 132a provided integrally with the exhaust camshaft 132.

Note that the valve lift amount in the present embodiment indicates the maximum value during the open period of the intake / exhaust valve (engine valve).
On the other hand, variable valve timing mechanisms 133a and 133b for continuously varying the rotational phase of the intake camshaft 131 with respect to the crankshaft 110 are provided in the intake camshafts 131 of the respective banks 101a and 101b.

  Then, by making the rotational phase of the intake camshaft 131 variable by the variable valve timing mechanisms 133a and 133b, the central phase of the valve operating angle (open period) of the intake valve 106 is continuously advanced and retarded. It has become.

  In addition, the valve operating angle of the intake valve 106 is set between the intake camshaft 131 and a swing cam 4 (described later) that contacts the valve lifter 106a of the intake valve 106 (engine valve) to open the intake valve 106. Variable lift mechanisms 134a and 134b (variable valve operating mechanisms) for continuously changing with the lift amount (maximum valve lift amount) are provided in the respective banks 101a and 101b.

  The exhaust port 112 is connected to the branch portions of the exhaust manifolds 113a and 113b, and the collective portions of the exhaust manifolds 113a and 113b are joined together and connected to the exhaust duct 114.

The exhaust duct 114 is provided with a catalytic converter 115 containing a catalytic device such as a three-way catalyst for purifying exhaust.
The intake duct 103 is provided with an electronic control throttle 116 that is opened and closed by an electric actuator such as a motor.

  The fuel injection valve 108, the spark plug 109, the variable valve timing mechanisms 133a and 133b, the electronic control throttle 116, and the like are controlled according to the operation amount output from the ECM (engine control module) 121 (second unit). Thus, the fuel injection amount, the ignition timing, the valve timing of the intake valve 106, the throttle opening, etc. are adjusted.

  Further, a VEL controller 120 (first unit) that calculates and outputs an operation amount of the variable lift mechanisms 134a and 134b (electric actuator mechanism) is provided separately from the ECM 121 (second unit), The valve operating angle and valve lift amount of the valve 106 are controlled by the VEL controller 120.

The ECM 121 and the VEL controller 120 are configured to be able to communicate with each other via a communication line 120a.
The ECM 121 includes a microcomputer, inputs signals from various sensors that detect the operating state of the engine 101 and the vehicle on which the engine 101 is mounted, and performs arithmetic processing according to a program stored in advance. Thus, the operation amount of the electronic control throttle 116 and the like is calculated and the operation amount is output.

  Examples of the various sensors include an accelerator opening sensor 122 that detects an accelerator opening ACC, a water temperature sensor 123 that detects a cooling water temperature TW of the internal combustion engine 101, and a traveling speed (vehicle speed) VSP of a vehicle on which the internal combustion engine 101 is mounted. A vehicle speed sensor 124 to detect, a crank angle sensor 125 for outputting a unit crank angle signal POS for each rotation of the crankshaft 110 by a unit angle and a reference crank angle signal REF for each reference crank angle position, and an exhaust manifold for each bank 113a and 113b, which are respectively arranged at the gathering portions, and which detect the air-fuel ratio AF of each bank based on the oxygen concentration in the exhaust, respectively, and the air flow sensor which detects the intake air amount QA of the internal combustion engine 101 127, detecting the opening TVO of the electronic control throttle 116 Throttle opening sensor 128, the pressure in the intake passage of the electronic control throttle 116 downstream (intake pipe pressure: boost) such as a pressure sensor 129 for detecting the PB is provided.

  The ECM 121 controls the engine rotational speed NE calculated based on the intake air amount QA detected by the air flow sensor 127 and the output signal from the crank angle sensor 125 in the control of fuel injection by the fuel injection valve 108. From these, the basic fuel injection pulse width TP is calculated.

  Further, the basic fuel injection pulse width TP is set for each bank so that the correction coefficient corresponding to the coolant temperature TW and the actual air-fuel ratio detected from the outputs of the air-fuel ratio sensors 126a and 126b are close to the target air-fuel ratio. The final fuel injection pulse width TI is calculated for each bank by adjusting the air-fuel ratio feedback correction coefficient, etc., and the timing is adjusted to the intake stroke of each cylinder. An injection pulse signal having the fuel injection pulse width TI is output.

The fuel injection valve 108 is opened for a time corresponding to the fuel injection pulse width TI, and an amount of fuel proportional to the valve opening time is injected into the engine 101.
Further, the ignition plug 109 is directly attached with an ignition module 138 that includes an ignition coil and a power transistor that controls energization of the ignition coil.

  The ECM 121 calculates an ignition timing based on engine operating conditions (engine load, engine speed NE, etc.), and based on the ignition timing and energization time for obtaining ignition energy, An energization cut-off time is determined, an on / off control of the power transistor is controlled by an ignition control signal corresponding to the energization start timing and the energization cut-off timing, and spark ignition at the ignition timing is executed.

  The ECM 121 calculates a target value (target center phase) in the variable valve timing mechanisms 133a and 133b from, for example, an engine load (target torque), an engine speed NE, and the like, and an actual center phase becomes the target value. The operation amounts of the variable valve timing mechanisms 133a and 133b are calculated and output so as to approach each other.

  Further, the ECM 121 calculates a target negative pressure from, for example, the engine load (target torque) and the engine rotational speed NE so that the actual intake pipe pressure PB detected by the pressure sensor 129 approaches the target negative pressure. The operation amount of the electronic control throttle 116 is calculated and output.

  The ECM 121 calculates target values of the valve operating angle and valve lift amount of the intake valve 106 adjusted by the variable lift mechanisms 134a and 134b from, for example, engine load (target torque), engine rotational speed NE, and the like. The target value is output to the VEL controller 120.

  The VEL controller 120 includes a microcomputer, calculates an operation amount so that the control amounts of the variable lift mechanisms 134a and 134b approach the target value, and outputs them to the variable lift mechanisms 134a and 134b.

FIG. 2 is a perspective view showing the structure of variable lift mechanisms 134a and 134b that continuously vary the valve operating angle of the intake valve 106 together with the valve lift amount.
2 shows the variable lift mechanism 134a provided on the first bank 101a side, the variable lift mechanism 134a provided on the first bank 101a side and the variable lift mechanism provided on the second bank 101b. 134b has the same structure.

  In FIG. 2, an intake camshaft 131 that is rotationally driven by the crankshaft 110 is supported above the intake valve 106 by a cylinder head (not shown) along the cylinder row direction of each bank.

On the intake camshaft 131, a swing cam 4 that contacts the valve lifter 106a of the intake valve 106 and opens the intake valve 106 is externally fitted so as to be relatively rotatable.
Between the intake camshaft 131 and the swing cam 4, a variable lift mechanism 134a is provided for continuously changing the valve operating angle (valve operating angle) of the intake valve 106 together with the valve lift amount.

  The central phase of the valve operating angle (open period) of the intake valve 106 is continuously changed at one end of the intake camshaft 131 by changing the rotational phase of the intake camshaft 131 with respect to the crankshaft 110. A variable valve timing mechanism 133a is disposed.

  As shown in FIGS. 2 and 3, the variable lift mechanism 134 a includes a circular drive cam 11 that is eccentrically fixed to the intake camshaft 131 and a ring shape that is externally fitted to the drive cam 11 so as to be relatively rotatable. A link 12, a control shaft 13 that extends substantially parallel to the intake camshaft 131 in the cylinder row direction, a circular control cam 14 that is fixedly provided eccentrically to the control shaft 13, and can rotate relative to the control cam 14. A rocker arm 15 having one end connected to the tip of the ring-shaped link 12 and a rod-shaped link 16 connected to the other end of the rocker arm 15 and the swing cam 4.

The control shaft 13 is rotationally driven within a predetermined control range via a link mechanism 18 by an electric actuator such as a motor 17.
The link mechanism 18 is provided integrally with the control shaft 13 and is provided integrally with a male screw 18a formed on the output shaft 17a of the motor 17, a female screw screwed into the male screw 18a, and the control shaft 13. Comprises a link arm 18c rotatably connected to the mover 18b.

  When the output shaft 17a of the motor 17 rotates, the mover 18b that is prevented from rotating translates in the axial direction of the output shaft 17a, and the link arm 18c is controlled in accordance with the translation of the mover 18b. By swinging about the shaft 13, the control shaft 13 integrated with the link arm 18 c rotates.

  Here, one end of the movable angle range of the control shaft 13 is a position where the valve operating angle and the valve lift amount are maximized, and the other end is a position where the valve operating angle and the valve lift amount are minimized. The valve lift amount is gradually decreased by rotating the control shaft 13 from the one end toward the other end. Conversely, the valve lift amount is gradually increased by rotating the control shaft 13 from the other end toward the one end. To do.

  With the above configuration, when the intake camshaft 131 rotates in conjunction with the crankshaft 110, the ring-shaped link 12 moves substantially in translation through the drive cam 11, and the rocker arm 15 swings around the axis of the control cam 14. Then, the swing cam 4 swings through the rod-shaped link 16 and the intake valve 106 is driven to open.

  Further, by driving and controlling the motor 17 to change the angle of the control shaft 13, the axial center position of the control cam 14 serving as the rocking center of the rocker arm 15 is changed and the posture of the rocking cam 4 is changed.

  In the drive control of the motor 17, the direction of energization is determined depending on whether the valve operating angle / valve lift amount is requested to increase (forward rotation request) or the decrease request (reverse rotation request). A duty ratio for controlling the applied voltage of the motor 17 is determined according to the deviation between the actual angle of the control shaft 13 and the target angle, and the energization (applied voltage) of the motor 17 is controlled by the duty ratio.

As a result, the central phase of the valve operating angle of the intake valve 106 remains substantially constant, and the valve operating angle of the intake valve 106 changes continuously with the valve lift amount.
In the V-type engine of this embodiment, the first bank 101a is provided with the variable lift mechanism 134a shown in FIG. 2, and the second bank 101b is also provided with the variable lift mechanism 134b having the same structure as that shown in FIG. Each of the variable lift mechanisms 134a and 134b includes a motor 17, and the lift characteristics of the intake valve 106 can be individually controlled for each bank by controlling each motor 17 individually.

The variable lift mechanisms 134a and 134b may be configured so that the central phase of the valve operating angle changes simultaneously with the valve operating angle and the valve lift amount continuously changing.
FIG. 4 shows the structure of the variable valve timing mechanisms 133a and 133b in which the center phase of the valve operating angle of the intake valve 106 is made variable by continuously changing the rotational phase of the intake camshaft 131 with respect to the crankshaft 110. Indicates.

  The variable valve timing mechanisms 133a and 133b are fixed to the cam sprocket 51 (timing sprocket) rotated by the crankshaft 110 via a timing chain and the end portions of the intake camshaft 131 of each bank. A rotation member 53 that is rotatably accommodated, a hydraulic circuit 54 that rotates the rotation member 53 relative to the cam sprocket 51, and a relative rotation position between the cam sprocket 51 and the rotation member 53 at a predetermined position. And a locking mechanism 60 that locks automatically.

  The cam sprocket 51 includes a rotating part (not shown) having a tooth part meshed with a timing chain (or timing belt) on the outer periphery, and a housing that is disposed in front of the rotating part and rotatably accommodates the rotating member 53. 56, and a front cover and a rear cover (not shown) for closing the front and rear openings of the housing 56.

  The housing 56 has a cylindrical shape with openings at the front and rear ends, and has a trapezoidal shape in cross section on the inner peripheral surface, and four partition walls 63 provided along the axial direction of the housing 56 are spaced by 90 °. It is projecting at.

  The rotating member 53 is fixed to the front end portion of the intake camshaft 131, and four vanes 78a, 78b, 78c, and 78d are provided on the outer peripheral surface of the annular base 77 at 90 ° intervals.

  Each of the first to fourth vanes 78a to 78d has a substantially inverted trapezoidal cross section, and is disposed in a recess between the partition walls 63. The recesses are separated from each other in the rotational direction, and the vanes 78a to 78d. An advance side hydraulic chamber 82 and a retard side hydraulic chamber 83 are formed between both sides and both side surfaces of each partition wall 63.

The lock mechanism 60 is configured such that the lock pin 84 engages with an engagement hole (not shown) at the initial position of the rotating member 53.
The hydraulic circuit 54 includes two systems, a first hydraulic passage 91 that supplies and discharges hydraulic pressure to the advance side hydraulic chamber 82 and a second hydraulic passage 92 that supplies and discharges hydraulic pressure to the retard side hydraulic chamber 83. These hydraulic passages 91 and 92 are connected to a supply passage 93 and drain passages 94a and 94b through passage switching electromagnetic switching valves 95, respectively.

  The supply passage 93 is provided with an engine-driven oil pump 97 that pumps oil in the oil pan 96, while the downstream ends of the drain passages 94 a and 94 b communicate with the oil pan 96.

  The first hydraulic passage 91 is connected to four branch passages 91 d that are formed substantially radially in the base 77 of the rotating member 53 and communicate with the advance-side hydraulic chambers 82. It is connected to four oil holes 92 d that open to the retard side hydraulic chamber 83.

The electromagnetic switching valve 95 is configured such that an internal spool valve body relatively switches and controls the hydraulic passages 91 and 92, the supply passage 93, and the drain passages 94a and 94b.
The ECM 121 controls the energization amount for the electromagnetic actuator 99 that drives the electromagnetic switching valve 95 based on a duty control signal (operation amount) on which a dither signal is superimposed.

  In the variable valve timing mechanisms 133a and 133b, when a control signal (OFF signal) with a duty ratio (ON time ratio) of 0% is output to the electromagnetic actuator 99, the hydraulic oil pumped from the oil pump 47 is supplied to the second hydraulic passage 92. The hydraulic oil in the advanced hydraulic chamber 82 is supplied to the retarded hydraulic chamber 83 through the first hydraulic passage 91 and discharged from the first drain passage 94a into the oil pan 96. It is.

  Therefore, in the variable valve timing mechanisms 133a and 133b, when a control signal (OFF signal) with a duty ratio of 0% is output to the electromagnetic actuator 99, the internal pressure of the retard side hydraulic chamber 83 is increased while the advance side hydraulic chamber is increased. The internal pressure of 82 is lowered, and the rotating member 53 rotates to the maximum retard angle side via the vanes 78a to 78b. As a result, the opening period of the intake valve 106 (the central phase of the valve operating angle) is relative to the piston position. Relatively changes the delay angle.

  That is, when the energization to the electromagnetic actuator 99 of the variable valve timing mechanisms 133a and 133b is cut off, the central phase of the valve operating angle of the intake valve 106 changes in the retarded direction, and finally stops at the most retarded position. .

  In addition, when the variable valve timing mechanism 133a, 133b outputs a control signal (ON signal) with a duty ratio of 100% to the electromagnetic actuator 99, the hydraulic fluid passes through the first hydraulic passage 91 and enters the advance side hydraulic chamber 82. While being supplied, the hydraulic oil in the retard side hydraulic chamber 83 is discharged to the oil pan 96 through the second hydraulic passage 92 and the second drain passage 94b, and the retard side hydraulic chamber 83 becomes low pressure.

  For this reason, when the variable valve timing mechanism 133a, 133b outputs a control signal (ON signal) with a duty ratio of 100%, the rotating member 53 rotates to the maximum advance side via the vanes 78a to 78d, thereby The opening period of the intake valve 106 (the center phase of the valve operating angle) changes relative to the piston position.

  That is, when energization to the electromagnetic actuator 99 of the variable valve timing mechanisms 133a and 133b is continued, the central phase of the valve operating angle of the intake valve 106 changes in the advance direction, and finally stops at the most advanced position. .

  Note that the variable lift mechanisms 134a and 134b that continuously vary the valve operating angle of the intake valve 106 together with the valve lift amount, and the variable valve timing mechanism that continuously varies the center phase of the valve operating angle of the intake valve 106. 133a and 133b are not limited to the structures shown in FIGS.

  For example, as the variable valve timing mechanisms 133a and 133b for continuously changing the center phase of the valve operating angle, the intake camshaft 131 is rotated relative to the crankshaft 110 using a gear in addition to the vane type described above. A mechanism or the like can be used.

  The variable lift mechanisms 134a and 134b that continuously vary the valve operating angle of the intake valve 106 together with the valve lift amount are mechanisms in which the valve operating angle and the valve lift amount change according to the axial displacement of the control shaft. It may be.

  The ECM 121 determines the target angle θtg of the control shaft 13 corresponding to the target values of the valve operating angle and valve lift amount of the intake valve 106 based on the operating state of the internal combustion engine 101 (target torque, engine speed NE, etc.). The target angle θtg is calculated and output to the VEL controller 120.

  The angle sensors for detecting the actual angle θ of the control shaft 13 of each of the variable lift mechanisms 134a and 134b are respectively provided in duplicate, and the actual angle θa of the control shaft 13 of the variable lift mechanism 134a of the first bank 101a is 2 The two angle sensors 135a and 136a detect the actual angle θb of the control shaft 13 of the variable lift mechanism 134b of the second bank 101b, respectively. The two angle sensors 135b and 136b detect the actual angle θb.

  The four angle sensors 135a, 136a, 135b, and 136b are, for example, rotary potentiometers. The angle position at which the valve operating angle and the valve lift amount are minimum is set to 0 deg, and the valve operating angle and the valve lift amount are increased in the increasing direction. Detect angle change.

  Here, the angle sensor 135 a and the angle sensor 135 b are connected to the VEL controller 120 and are supplied with power from the VEL controller 120, and the angle sensor 136 a and the angle sensor 136 b are connected to the ECM 121. Thus, power is supplied from the ECM 121.

  That is, the VEL controller 120 controls the control shaft angle θa1 of the variable lift mechanism 134a of the first bank 101a detected by the angle sensor 135a and the control of the variable lift mechanism 134b of the second bank 101b detected by the angle sensor 135b. The shaft angle θb1 is input, and the ECM 121 receives the control shaft angle θa2 of the variable lift mechanism 134a of the first bank 101a detected by the angle sensor 136a and the variable lift of the second bank 101b detected by the angle sensor 136b. The control axis angle θb2 of the mechanism 134b is input.

  The VEL controller 120 compares the target angle θtg transmitted from the ECM 121 with the control shaft angle θa1 that is the detection result of the angle sensor 135a, and the motor 17 of the variable lift mechanism 134a of the first bank 101a. An operation amount (duty ratio) is calculated, and energization (applied voltage) to the motor 17 of the variable lift mechanism 134a is controlled according to the operation amount (duty ratio).

  Further, the VEL controller 120 compares the target angle θtg transmitted from the ECM 121 with the control shaft angle θb1 which is the detection result of the angle sensor 135b, and the motor 17 of the variable lift mechanism 134b of the second bank 101b. An operation amount (duty ratio) is calculated, and energization (applied voltage) to the motor 17 of the variable lift mechanism 134b is controlled according to the operation amount (duty ratio).

  The feedback calculation of the operation amount based on the comparison between the target angle θtg and the control shaft angles θa1 and θb1 is performed by, for example, proportional / integral / differential operation based on the deviation between the target angle θtg and the control shaft angles θa1 and θb1.

  Further, in energization control to the motor 17 by the calculated operation amount (duty ratio), a drive circuit formed by connecting the motor 17 to an H bridge circuit composed of four switching elements is provided, and the switching element is turned on. The direction of energization (rotation direction) to the motor 17 is switched according to the combination of off, and the applied voltage of the motor 17 is adjusted by controlling on / off of the switching element with the duty ratio.

  On the other hand, the ECM 121 performs a process of correcting the intake air amount QA detected by the airflow sensor 127 according to the detection delay of the airflow sensor 127 based on the detection result of the angle sensor 136a and / or the angle sensor 136b.

  That is, the amount of charge air in the cylinder changes due to the change in the lift characteristic (valve timing) of the intake valve 106 by the variable valve timing mechanisms 133a and 133b and the variable lift mechanisms 134a and 134b. There is a delay before the change in the amount of filled air is detected by the air flow sensor 127.

  Therefore, the ECM 121 is based on the valve operating angle detected by the angle sensor 136a and / or the angle sensor 136b and the center phase of the valve operating angle detected by the crankshaft 110 and the intake cam sensor 137. The intake air amount QA detected by the air flow sensor 127 is corrected, and the fuel injection amount is calculated based on the corrected intake air amount QA.

  For example, as disclosed in Japanese Patent Application Laid-Open No. 11-264330, the intake air amount correction control is performed using the lift characteristics (valve timing) of the intake valve 106 by the variable valve timing mechanisms 133a and 133b and the variable lift mechanisms 134a and 134b. ) Is changed to change the valve overlap amount and the exhaust residual ratio (internal EGR amount) in the cylinder to change, thereby changing the amount of charged air in the cylinder.

  Specifically, an estimated change amount of the charged air amount due to a change in the valve timing of the intake valve 106 is calculated, and a detected value of the intake air amount is calculated by a difference between the estimated change amount and a value obtained by delaying the estimated change amount. Correct QA.

  As the control amount of the variable lift mechanisms 134a and 134b used for the correction calculation of the intake air amount QA, the responsiveness of the variable lift mechanisms 134a and 134b varies. Therefore, the detected value by the angle sensor 136a and the detected value by the angle sensor 136b. In addition to using the average value of the values, either the angle sensor 136a or the angle sensor 136b can be selected.

  In the ECM 121, the process using the detection result of the angle sensor 136a and / or the angle sensor 136b is not limited to the correction process of the detected value of the intake air amount. For example, Japanese Patent Application Laid-Open No. 2004-044547. As disclosed, in the calculation of the target lift characteristic, the detection result of the angle sensor 136a and / or the angle sensor 136b can be used.

  Specifically, based on the detection result of the angle sensor 136a and / or the angle sensor 136b, it is determined whether the valve lift region is a low valve lift region or a high valve lift region, and a different arithmetic expression is selected based on the determination result. Then, a target lift characteristic for obtaining a target intake air amount is set based on the selected arithmetic expression.

  As described above, the control of the variable lift mechanisms 134a and 134b in the VEL controller 120 is executed based on the output signals of the angle sensors 135a and 135b connected to the VEL controller 120, and the control shaft angle ( The control based on the detected values of the valve operating angle and the valve lift amount is executed based on the output signals of the angle sensors 136a and 136b connected to the ECM 121.

  Therefore, the VEL controller 120 and the ECM 121 do not need to obtain the data (actual valve operating angle / actual valve lift amount) of the control shaft angle θ via the communication line 120a, and the VEL controller 120 and the ECM 121 detect the detection delay. Based on the detected value of the control axis angle θ without any noise, it is possible to realize a highly responsive and highly accurate control.

  For example, when the angle sensors 135a, 135b, 136a, and 136b are connected to the VEL controller 120, the ECM 121 requires data on the control shaft angle θ (actual valve operating angle / actual valve lift amount) and is controlled via the communication line 120a. If the detection data of the shaft angle θ is transmitted from the VEL controller 120 to the ECM 121, reception of the control shaft angle θ on the ECM 121 side is delayed for the time required for communication, and the control accuracy on the ECM 121 side is increased. It will decline.

  On the other hand, an angle sensor is connected to each of the VEL controller 120 and the ECM 121, and each control is executed based on the output of the connected angle sensor. Therefore, the VEL controller 120 and the ECM 121 perform the control with high accuracy. Can be done.

  That is, since the VEL controller 120 can detect the control axis angle θ with high response, the control can be performed so that the actual control axis angle θ approaches the target control axis angle θ with good response without causing overshoot. The valve operating angle / valve lift amount can be changed with good response to changes in the operating conditions of the internal combustion engine 101 to improve output characteristics, exhaust properties, fuel efficiency, and the like.

  Further, in the ECM 121, for example, since the processing for correcting the detection delay of the air flow sensor 127 is performed based on the signal of the angle sensor, the angle sensor is also connected to the ECM 121, and the control shaft angle θ can be detected with a high response. The delay correction can be performed with high accuracy, whereby the injection amount by the fuel injection valve can be set appropriately, and the air-fuel ratio control accuracy can be improved, so that the output characteristics, exhaust properties, fuel consumption performance, etc. can be improved.

  By the way, the ECM 121 transmits the detection results of the angle sensor 136a and the angle sensor 136b to the VEL controller 120 side. In the VEL controller 120, the detection result of the angle sensor 136a sent from the ECM 121 and the angle sensor 135a. The detection results are compared, and the detection results of the angle sensor 136b sent from the ECM 121 are compared with the detection results of the angle sensor 135b, so that the failure diagnosis of the angle sensors 135a, 135b, 136a, 136b Consistency diagnosis).

  That is, the angle sensor 136a and the angle sensor 135a both detect the angle of the control shaft 13 of the variable lift mechanism 134a on the first bank 101a side, and both the angle sensor 136b and the angle sensor 135b both detect the second bank 101b. Since the angle of the control shaft 13 of the variable lift mechanism 134b on the side is detected, in the normal state of the sensor, the detection result of the angle sensor 136a and the detection result of the angle sensor 135a match, and the detection result of the angle sensor 136b and the angle sensor The detection result of 135b should match, and if it does not match, it can be determined that at least one of the sensors is out of order.

It should be noted that the detection results are determined to match if they are within a range of deviations in detection results between sensors caused by output variations of the angle sensors.
Further, when it is determined that a failure has occurred, it is preferable to warn the driver of the vehicle of the failure by a lamp, a buzzer, or a character display.

  As described above, if the detection results of the double angle sensors are compared with each other, the sensor failure can be diagnosed even if the sensor output is not an abnormal value. In addition, it is possible to appropriately perform fail-safe processing against sensor failure.

  The flowchart of FIG. 5 shows the state of sensor failure diagnosis performed by the VEL controller 120, and the routine shown in the flowchart of FIG.

  First, in step S501, the angle θa1 of the control shaft 13 of the variable lift mechanism 134a on the first bank 101a side calculated in the VEL controller 120 based on the output signals of the angle sensors 135a and 135b directly received by the VEL controller 120. And the latest value of the angle θb1 of the control shaft 13 of the variable lift mechanism 134b on the second bank 101b side are read.

  In the next step S502, the detected angle θa2 by the angle sensor 136a (the angle θa2 of the control shaft 13 of the variable lift mechanism 134a on the first bank 101a side) and the detected angle θb2 by the angle sensor 136b that have been transmitted from the ECM 121 side most recently. (The angle θb2 of the control shaft 13 of the variable lift mechanism 134b on the second bank 101b side) is read.

  In step S503, the deviation Δθa between the detection angle θa1 detected by the angle sensor 135a and the detection angle θa2 detected by the angle sensor 136a, and the deviation Δθb between the detection angle θb1 detected by the angle sensor 135b and the detection angle θb2 detected by the angle sensor 136b are calculated. .

  In step S504, a change amount θd of the angle detection values θa2 and θb2 in the time (transmission time, communication time) required for transmitting the angle detection values θa2 and θb2 from the ECM 121 to the VEL controller 120 is calculated.

  That is, the angle detection values θa2 and θb2 are transmitted from the ECM 121 side to the VEL controller 120, and are compared with the angle detection values θa1 and θb1 that are compared with each other for the time required for such transmission.

  In other words, with respect to the angle detection values θa1 and θb1, the angle detection values θa2 and θb2 become past detection values for the communication time, and even if the angle sensors 135a, 135b, 136a, and 136b are normal, the communication time Deviations in the amount of change occur between the detection angle θa1 detected by the angle sensor 135a and the detection angle θa2 detected by the angle sensor 136a, and between the detection angle θb1 detected by the angle sensor 135b and the detection angle θb2 detected by the angle sensor 136b. It will be.

  Therefore, in step S505, the change amount θd is added to the basic amount of the diagnostic threshold value to be compared with the deviations Δθa and Δθb, and the addition result is set as the final diagnostic threshold value. The change does not affect the judgment of matching / mismatching of the detected angle value.

The calculation of the change θd in step S504 will be described in detail later.
The basic value of the diagnostic threshold can be a constant value stored in advance, and the output variation of the angle sensor changes affected by the sensor temperature, so it is variably set according to the sensor temperature. be able to.

The sensor temperature may be detected by a temperature sensor, or can be estimated from engine temperature conditions such as the cooling water temperature TW.
Further, the detected angle values θa1 and θb1 or the detected angle values θa2 and θb2 are corrected based on the change θd, and the deviations Δθa and Δθb are calculated based on the corrected angle detected values, and the deviations Δθa and Δθb are calculated. Can be compared with the threshold value (basic part), and the deviations Δθa and Δθb are corrected based on the change amount θd, and the corrected deviations Δθa and Δθb are compared with the threshold value (basic part). Can be made.

In step S506, it is determined whether or not the absolute values of the deviations Δθa and Δθb are larger than the diagnosis threshold value.
If the absolute values of the deviations Δθa and Δθb are both equal to or less than the diagnosis threshold value, it is determined that the angle sensors 135a, 135b, 136a, and 136b are normal, and this routine is immediately terminated.

On the other hand, if at least one of the absolute values of the deviations Δθa and Δθb is greater than the diagnostic threshold, the process proceeds to step S507.
In step S507, it is determined whether or not a state where at least one of the absolute values of the deviations Δθa and Δθb is larger than the diagnosis threshold value continues for a predetermined time or more.

  The predetermined time is set to a time longer than the time when the deviations Δθa and Δθb temporarily increase due to the superimposition of noise on the output signal of the angle sensor, for example, and the state where the deviation is large continues for the predetermined time or more. In this case, it can be determined that some abnormality has occurred in the angle sensor, not the influence of noise.

  If it is determined in step S507 that the continuation time has not reached the predetermined time, as described above, there may be a temporary deviation of the detected value between the two sensors due to the influence of noise. On the other hand, since there is a possibility that the angle sensor has actually failed, the process advances to step S508 to execute the process before the failure diagnosis is confirmed.

  As the process before the failure diagnosis is confirmed, the energization of the motors 17 of the variable lift mechanisms 134a and 134b of both banks 101a and 101b is cut off (temporary stop), or there is a deviation larger than the diagnosis threshold. A larger angle (a larger value as the valve operating angle / valve lift amount) is selected from the combinations of detected angle values determined to be generated, and the variable lift mechanism 134a is selected based on the selected detected angle values. , 134b.

  If the larger one of the two detected angle values (a larger value as the valve operating angle / valve lift amount) is selected, the variable lift mechanisms 134a, 134b are compared with the valve operating angle / The valve lift amount is controlled to be smaller, and interference between the intake valve 106 and the piston can be suppressed by suppressing the valve lift amount to be small.

  That is, if the variable lift mechanisms 134a and 134b are controlled based on a detected angle value that is smaller than the actual value, the actual valve lift amount becomes larger than the target, which may cause interference between the intake valve 106 and the piston. There is sex.

  Here, when there is a large difference between the two detected values, it is unknown which is the actual value, but if the control is based on the larger of the detected angle values, the actual valve lift amount will be Therefore, the target valve lift amount or a value smaller than the target valve lift amount is controlled, and interference between the intake valve 106 and the piston can be avoided.

  Note that, as a process before the failure diagnosis is confirmed, when the energization of the motor 17 is stopped, both the bank in which the deviation Δθ is determined to be equal to or smaller than the threshold and the bank in which the deviation Δθ is determined to be larger than the threshold are used. Therefore, it is preferable to stop energization.

  Further, when the control is continued by selecting a larger angle detection value from the combinations of the angle detection values determined to have a deviation Δθ larger than the diagnosis threshold, on the bank side where the deviation Δθ is equal to or smaller than the threshold. The control using the detection result for the bank by the angle sensor connected to the VEL controller 120 can be continued as it is.

If it is determined in step S507 that the continuation time has reached the predetermined time, the process proceeds to step S508, the diagnosis of the failure occurrence of the angle sensors 135a, 135b, 136a, 136b is confirmed, and the variable lifts of both banks 101a, 101b are determined. The energization to the motor 17 of the mechanisms 134a and 134b is continuously cut off, and the variable lift mechanisms 134a and 134b are returned to the default positions (for example, the minimum valve operating angle and the minimum valve lift amount).

Further, the diagnosis result is transmitted to the ECM 121 side, and the control on the ECM 121 side is performed based on the recognition that the variable lift mechanisms 134a and 134b are in the default position.
Specifically, the variable valve timing mechanisms 133a and 133b are driven to positions suitable for the case where the variable lift mechanisms 134a and 134b are fixed at the default positions, the intake air amount is controlled by the electronic control throttle 116, and the air flow sensor The detection value correction control 127 is stopped.

  When the angle of the control shaft 13, in other words, the valve operating angle / valve lift amount of the intake valve 106 becomes unknown due to a failure of the angle sensors 135a, 135b, 136a, 136b, the variable lift mechanisms 134a, 134b are known. By returning to the default position, even if the valve operating angle / valve lift amount of the intake valve 106 cannot be controlled to a target due to a failure of the angle sensor, the intake air amount can be stably controlled by the electronic control throttle 116, The engine can continue to operate even if a sensor failure occurs.

  In the embodiment of the present application, an angle sensor for detecting the angle θa of the control shaft 13 of the variable lift mechanism 134a on the first bank 101a side is provided in a double (angle sensor 135a and angle sensor 136a), and the second bank 101b side is provided. Since the angle sensor for detecting the angle θb of the control shaft 13 of the variable lift mechanism 134b is also provided in the double (the angle sensor 135b and the angle sensor 136b), as described above, the detection value by the sensor provided in the double is provided. A matching / mismatch diagnosis is performed to compare each other, and the presence or absence of a sensor abnormality is diagnosed.

  However, if both of the angle sensors provided are connected to either the ECM 121 or the VEL controller 120, as described above, the detection data of the angle sensor is transmitted to the other via the communication line 120a. Therefore, the accuracy of control using the angle detection data on the other side is reduced by the time required for communication.

  Therefore, by connecting one of the double angle sensors to the ECM 121 and connecting the other to the VEL controller 120, the ECM 121 and the VEL controller 120 can obtain the detection data of the angle sensor directly from the sensor without delay. Thus, both can be controlled with high accuracy.

  However, in the case of the above configuration, in order to determine whether or not the detection results of the double sensors are aligned (alignment diagnosis), one of the ECM 121 and the VEL controller 120 is angled toward the other. The detection data needs to be transmitted through the communication line 120a.

  Then, the transmitted angle detection data becomes a detection value at a time point before the time required for transmission / reception of the angle detection data. When the angle detection data is compared as it is, the detection results of both sensors are actually Even though they are matched, both detection values are different by the difference in detection timing, and erroneous determination is made that there is a mismatch (sensor failure).

  Therefore, in the present embodiment, it is determined whether or not a deviation exceeding the deviation that occurs due to different detection timing occurs between the two detection values, so that the accuracy of the alignment diagnosis is ensured. .

Next, the calculation process of the variation θd in step S504 will be described with reference to the flowchart of FIG.
The routine shown in the flowchart of FIG. 6 is executed in the VEL controller 120 by the scheduled interrupt process, and the same process is performed for each bank to obtain the change θd for each bank.

  First, in step S601, the latest value A of angle detection data (detection values of the angle sensors 135a and 135b) based on the output of the angle sensor that is directly input to the VEL controller 120 at the present time is read.

  In step S602, the angle detection data based on the output of the angle sensor directly input to the VEL controller 120 is stored in time series, and the maximum transmission time required for data transmission from the ECM 121 to the VEL controller 120 (maximum) The angle detection data B from the current time point to the previous time point is read for the communication time).

  In step S603, a deviation between the detected angle value A read in step S601 and the detected angle value B read in step S602 is calculated. In the next step S604, the deviation calculated in step S603 is calculated as a transmission time (angle). It is set to the change θd of the detected angle value during the time required for data transmission / reception.

  That is, the change amount θd obtained in step S604 is the latest value of the change amount of the angle detection value in the transmission time, and the VEL controller 120 receives the value detected on the ECM 121 side at the time point before the transmission time. Therefore, when the angle of the control shaft 13 is changing, even if the angle sensors 135a, 135b, 136a, 136b are normal, a deviation of the change θd is generated. By adding the change θd to the threshold value, it is determined whether or not a deviation exceeding the detection delay due to the transmission time occurs between the angle detection values.

Next, another example of the change θd calculation process in step S504 will be described with reference to the flowchart of FIG.
The routine shown in the flowchart of FIG. 7 is executed in the VEL controller 120 by the scheduled interrupt process, and the same process is performed for each bank to obtain the change θd for each bank.

  First, in step S701, the current operating condition of the internal combustion engine 101, specifically, the operating condition that affects the operating speed (response speed) of the variable lift mechanisms 134a and 134b, such as the cooling water temperature TW and the engine For example, the rotational speed NE.

In the next step S702, the fastest response speed V of the variable lift mechanisms 134a and 134b is calculated under the operating conditions read in step S701.
The fastest response speed V is a change speed of the control shaft angle θ when the maximum voltage is applied to the motor 17. The fastest response speed V that is stored and that corresponds to the coolant temperature TW and the engine speed NE read in step S701 is retrieved from the map.

In step S703, by multiplying the fastest response speed V by the transmission time, when changing at the fastest response speed V, a control axis angle that changes with the transmission time is obtained.
In step S704, the angle obtained in step S703 is set to the change θd.

  That is, in the example shown in the flowchart of FIG. 7, the angle that changes with the transmission time is obtained from the fastest response speed V, and the actual response speed at that time changes with the voltage applied to the motor 17, but the fastest speed. If the change θd is obtained based on the response speed V, at least the deviation due to the transmission time does not exceed the change θd, and it is possible to prevent the determination of inconsistency due to the detection delay due to the transmission time. .

  In the example shown in the flowchart of FIG. 6, the angle detection data (detected values of the angle sensors 135a and 135b) obtained by the VEL controller 120 monotonously increase or decrease monotonously at a constant speed within the transmission time. Assuming that the change θd is calculated, for example, the change rate of the angle detection data is obtained a plurality of times in a time series from the current time to the time point before the transmission time, and the maximum or minimum of these change rates is obtained. The change amount θd can be obtained from the value or average value and the maximum transmission time.

  Incidentally, in the example shown in the flowchart of FIG. 5, the angle detection data received by the VEL controller 120 from the ECM 121 side at the present time and the VEL controller 120 at the present time are obtained from the outputs of the connected angle sensors 135a and 135b. In comparing with the angle detection data, the threshold value is corrected by the change θd, and as a result, the current detection angle on the ECM 121 side is estimated.

  However, when the estimation is performed, if the change θd is estimated to be larger than the actual value, the deviation of the detection result between the double angle sensors is actually increased due to the failure. If it is diagnosed that it is normal, and conversely, the variation θd is estimated to be smaller than the actual value, the deviation of the detection result between the double angle sensors is increased due to the transmission delay. In addition, it is diagnosed as a failure, and the accuracy of the alignment diagnosis is influenced by the estimated accuracy of the change θd.

  Therefore, in the following, an embodiment in which the alignment diagnosis between the angle detection data received from the ECM 121 side and the angle detection data obtained from the outputs of the connected angle sensors 135a and 135b is performed without performing the estimation process will be described. This will be described with reference to the flowchart of FIG.

  The routine shown in the flowchart of FIG. 8 is executed in a scheduled interrupt process. First, in step S801, the detected angle θa2 transmitted from the ECM 121 side by the angle sensor 136a (the control axis of the variable lift mechanism 134a on the first bank 101a side). 13 angle θa2) and an angle θb2 detected by the angle sensor 136b (an angle θb2 of the control shaft 13 of the variable lift mechanism 134b on the second bank 101b side) are read.

  In the next step S802, the angle θa1 of the control shaft 13 of the variable lift mechanism 134a on the first bank 101a side calculated in the VEL controller 120 based on the output signals of the angle sensors 135a and 135b directly received by the VEL controller 120. , And the angle θb1 of the control shaft 13 of the variable lift mechanism 134b on the second bank 101b side, and the data before the transmission time from the present time is read.

  In the VEL controller 120, the angle detection values based on the output signals of the angle sensors 135a and 135b are stored in time series for at least the transmission time, and in step S802, the time series stored values are selected from the time series storage values. Data stored as a detection value at a time point before the transmission time is read.

In step S803, a deviation Δθ between the detected angle value read in step S801 and the detected angle value read in step S802 is calculated.
The detected angle value read in step S801 is actually the angle detected on the ECM 121 side at a time point before the transmission time, and the detected angle value read in step S802 is the time point before the transmission time from the current time. These are values detected by the VEL controller 120, and both of them are values detected at the time before the transmission time from the current time.

  Therefore, the read value in step S801 and the read value in step S802 should be the same value if both of the double angle sensors are normal, and the deviation between them is at least one angle. This occurs when the sensor outputs a detection result at an angle different from the actual value.

In step S804, it is determined whether the absolute value of the deviation Δθ is greater than a threshold value.
The threshold used in step S804 does not need to be corrected with the change θd as in step S505 in the flowchart of FIG.

  The processes in steps S805 to S807, which are processes based on the comparison result in step S804, are the same as those in steps S507 to S509, and before the duration of the state in which the deviation Δθ is larger than the threshold reaches a predetermined time, Failure diagnosis determination pre-processing is executed without determining the failure of the angle sensor, and the failure of the angle sensor is determined when the duration of the state where the deviation Δθ is larger than the threshold reaches a predetermined time.

  As described above, if the detection values at the time point before the transmission time from the current time are compared with each other, each is an actual detection value. Therefore, as shown in the flowchart of FIG. It can suppress that the precision of consistency judgment falls and can perform consistency judgment with high precision.

  However, past inconsistencies will be determined at the present time, and a delay corresponding to the transmission time will occur from the occurrence of the inconsistency until the actual inconsistency is determined. The transmission time is shorter than the continuation time, and the inconvenience due to the delay of the mismatch determination timing is sufficiently small.

  In addition, as described above, the diagnosis of whether or not the detection results of the double angle sensors are matched may be performed by the VEL controller 120, or may be performed by the ECM 121. It can also be performed by both of the ECMs 121.

  In the above description, as a failure diagnosis of the angle sensors 135a, 135b, 136a, and 136b, a matching diagnosis that compares the detection results of the double sensors is performed. For example, the angle sensors 135a, 135b, and 136a , 136b when the output line is disconnected or short-circuited, the sensor output shows a value that deviates from the normal variable range. The angle depends on whether the sensor output is within the normal variable range. The presence or absence of a failure can be diagnosed for each sensor.

  The diagnostic results for each angle sensor in the VEL controller 120 are transmitted to the ECM 121 side, and the diagnostic results for each angle sensor in the ECM 121 are transmitted to the VEL controller 120 side.

  Next, an example of fail-safe control executed in the VEL controller 120 based on the results of the alignment diagnosis and individual sensor failure diagnosis will be described with reference to the flowchart of FIG.

The routine shown in the flowchart of FIG. 9 is executed by scheduled interruption processing. First, in step S901, the diagnosis result of the double angle sensor is determined.
If it is determined in step S901 that both of the double angle sensors are broken, or it is diagnosed that at least one of the double angle sensors is broken. However, if it is determined that the malfunctioning sensor has not been identified, the process proceeds to step S902.

  If the outputs of the double angle sensors are both within the normal range but do not match when the detection results are compared with each other, at least one of the double angle sensors is Although it is estimated that the sensor has failed, the sensor that has failed is not identified.

  In step S902, regardless of the detection result of the angle sensor, the control shaft 13 of the variable lift mechanism 134a, 134b is in a mechanical default position (for example, a position where the minimum valve operating angle / minimum valve lift amount is reached). In the next step S903, power supply to the motor 17 of the variable lift mechanisms 134a and 134b is stopped, and the control shaft 13 of the variable lift mechanisms 134a and 134b returns to the mechanical default position. Like that.

  That is, in a state where the angle of the control shaft 13 cannot be detected by the angle sensor, the energization to the motor 17 is stopped so that the control shaft 13 of the variable lift mechanisms 134a and 134b returns to the mechanical default position. It is recognized that the control shaft 13 has returned to the mechanical default position.

  Here, even if a sensor abnormality is diagnosed in one of the variable lift mechanisms 134a and 134b, the variable lift mechanisms 134a and 134b in both banks are stopped, and the lift characteristics of the intake valves 106 in both banks are made uniform. It is preferable to do so, whereby it is possible to suppress the intake air amounts of both banks from greatly differing, and it is possible to suppress the deterioration of exhaust properties and the decrease in operational stability.

  On the other hand, in step S901, it is determined that both of the angle sensors provided in the double state are not in a failure state, and that neither one of the failure sensors is diagnosed and the failure sensor is not specified. Then, the process proceeds to step S904.

  In step S904, the target angle θtg transmitted from the ECM 121 side is read. In step S905, out of the double angle sensors, the failure of the angle sensor connected to the VEL controller 120 is diagnosed. Determine whether.

  In the flowchart, the angle sensors 135 a and 135 b connected to the VEL controller 120 are represented as sensor 1, and the angle sensors 136 a and 136 b connected to the ECM 121 are represented as sensor 2.

  If the angle sensor (sensor 1) connected to the VEL controller 120 is normal, the process proceeds to step S906, and the angle sensor connected to the VEL controller 120 is normal as the feedback control gain of the variable lift mechanisms 134a and 134b. A gain stored in advance as a value suitable for a certain time is set.

  On the other hand, if the failure of the angle sensor connected to the VEL controller 120 has been diagnosed, the process proceeds to step S907, where control axis angle detection data is read from the ECM 121 side, and in the next step S908, the variable lift mechanism 134a is read. , 134b, the gain stored in advance as a value suitable when the angle sensor connected to the VEL controller 120 is out of order and the detection data of the control axis angle is read from the ECM 121 side and used. Set.

  In step S909, feedback control of the variable lift mechanisms 134a and 134b is executed, which calculates and outputs the operation amount (duty ratio) of the motor 17 based on the deviation between the detected value of the control shaft angle and the target angle θtg. .

  Here, the gain set in step S908 is smaller than the gain set in step S906, and the gain set in step S908 is an angle detection based on the transmission time of the angle detection value from the ECM 121 to the VEL controller 120. It is preliminarily adapted so that the actual control shaft angle θ does not overshoot beyond the allowable range due to the delay.

  That is, by providing two angle sensors, feedback control can be continued with the other angle sensor even if one breaks down, but when the detection result on the ECM 121 side is used for feedback control, It takes time to transmit the angle detection value from the ECM 121 side to the VEL controller 120, and the angle detection value read from the ECM 121 side by the VEL controller 120 is actually a detection value at a time point before the transmission time. .

  Then, if there is a delay in the detected angle value used for feedback control, it is excessive by judging that the deviation between the actual angle and the target angle θtg is large even though the target angle θtg is actually reached. When the operation amount is changed, the overshoot in which the actual angle changes beyond the target angle θtg becomes large.

Therefore, the occurrence of the overshoot is suppressed by reducing the feedback control gain that is the sensitivity of the operation amount change with respect to the deviation between the actual angle and the target angle θtg.
The operation amount (duty ratio) of the motor 17 based on the deviation between the detected value of the control shaft angle and the target angle θtg is set by, for example, proportional operation / integration operation based on the deviation, and the feedback control gain Is a proportional constant (proportional gain) in the proportional operation or an integral constant (integral gain) in the integral operation, and is more proportional than normal when the angle sensor is read and angle data is read from the ECM 121 side. Decrease the constant (proportional gain) and integral constant (integral gain).

  If it is determined in step S905 that one of the angle sensors 135a and 135b connected to the VEL controller 120 is abnormal, the detected value is used for the angle sensor determined to be normal. Although it is possible to control with the gain set in S906, in order to make the control response in both banks uniform, when a fault diagnosis is made on one bank, both banks are based on the angle detection value transmitted from the ECM 121 in step S908. It is preferable to control by the set gain.

Next, an example of fail-safe control based on the results of consistency diagnosis and individual sensor failure diagnosis executed in the ECM 121 will be described with reference to the flowchart of FIG.
In step S1001, the diagnosis result of the double angle sensor is determined.

  If it is determined in step S1001 that both of the double angle sensors have failed, or it is diagnosed that at least one of the double angle sensors has failed. However, if it is determined that the malfunctioning sensor is not specified, the process proceeds to step S1002.

  In step S1002, regardless of the detection result of the angle sensor, the control shaft 13 of the variable lift mechanism 134a, 134b is in the mechanical default position (for example, the position where the minimum valve operating angle / minimum valve lift amount is reached). In the next step S1003, the energization to the motor 17 of the variable lift mechanisms 134a and 134b is stopped, and the control shaft 13 of the variable lift mechanisms 134a and 134b is returned to the mechanical default position. A fail safe command is output to the VEL controller 120.

  The VEL controller 120 stops energization of the motors 17 of the variable lift mechanisms 134a and 134b based on the fail safe command, and returns the control shaft 13 to a mechanical default position.

  On the other hand, in step S1001, it is determined that both of the angle sensors provided in the double state are not in a failure state, and that neither of the failure sensors is identified and one of the failures is not diagnosed. Then, the process proceeds to step S1004.

  In step S1004, it is determined whether or not a failure of the angle sensors 135a and 135b connected to the VEL controller 120 among the double angle sensors is diagnosed.

  If at least one of the angle sensors 135a and 135b connected to the VEL controller 120 has failed, the process proceeds to step S1007, and the target angle θtg is fixed to a pre-stored value for fail safe. .

  The target angle θtg for the fail-safe time can be a value in an internal combustion engine in which the valve operating angle and the valve lift amount of the intake valve 106 are fixed without the variable lift mechanisms 134a and 134b, When the target angle θtg is fixed, the ECM 121 controls the opening degree of the electronic control throttle 116 to adjust the intake air amount of the internal combustion engine 101 to the target intake air amount.

In step S1009, the target angle θtg set in step S1007 is output to the VEL controller 120.
In response to the target angle θtg, the VEL controller 120 reduces the feedback control gain according to the flowchart of FIG. 9 and converts the detected angle values (detected values of the angle sensors 136a and 136b) transmitted from the ECM 121 to the target angle θtg. In order to make it closer, the operation amount (duty ratio) of the motor 17 is feedback-controlled.

  If it is determined in step S1004 that the angle sensors 135a and 135b connected to the VEL controller 120 are normal, the process proceeds to step S1005, and whether or not the angle sensors 136a and 136b connected to the ECM 121 have failed. Judging.

  If a failure of at least one of the angle sensors 136a and 136b connected to the ECM 121 is determined, the process proceeds to step S1006, and the detection results of the angle sensors 135a and 135b are received from the VEL controller 120 side. Then, based on the received angle detection values of both banks, control such as detection of the charge air amount from the intake air amount detection value is executed.

  However, in order for the ECM 121 to receive the detection results of the angle sensors 135a and 135b from the VEL controller 120 side, it takes a transmission time, and the update of the detection data is delayed by the transmission time, so it is connected to the ECM 121. Compared to the case where the detection results of the angle sensors 136a and 136b are used, it is preferable to reduce the gain for correction control or the like based on the angle detection value or to limit the variable range of the correction amount based on the angle detection value more narrowly. .

  When the process proceeds to step S1006 and the detection results of the angle sensors 135a and 135b are received from the VEL controller 120 side, the process further proceeds to step S1007, and the target angle θtg is stored in advance for the fail-safe time as described above. In step S1009, the target angle θtg is transmitted to the VEL controller 120 side.

  That is, when one of the double angle sensors on the VEL controller 120 side or the ECM 121 side fails, the target angle θtg is fixed to a pre-stored value for fail safe.

  This is because if one of the double angle sensors breaks down, it becomes impossible to make a diagnosis by comparing the detection values of the double angle sensors with each other, and the output of the angle sensor is in the normal range. This is because a failure that does not correspond to the actual angle cannot be diagnosed, and when one of the double sensors fails, the valve operating angle and the valve lift amount of the intake valve 106 are fixed, and the electronic control throttle 116 performs the suction. The operation is shifted to a state in which the amount of air is controlled, and the operation of the internal combustion engine 101 is continued until the failed angle sensor is repaired or replaced.

  On the other hand, if it is determined in step S1005 that the angle sensors 136a and 136b connected to the ECM 121 have not failed, the process proceeds to step S1008, where the target angle θtg is variably set according to the engine operating state, Subsequently, the process proceeds to step S1009, and the target angle θtg set in step S1008 is transmitted to the VEL controller 120 side.

  In the routine shown in the flowchart of FIG. 10, the target angle θtg is fixed when one of the double angle sensors fails. However, the target angle θtg corresponding to the engine operating state is used. This variable setting can be continued, and such a configured embodiment will be described with reference to the flowchart of FIG.

The routine shown in the flowchart of FIG. 11 is executed by scheduled interruption processing. First, in step S1101, the diagnosis result of the double angle sensor is determined.
If it is determined in step S1101 that both of the double angle sensors are broken, or at least one of the double angle sensors is diagnosed as being broken. However, if it is determined that the faulty sensor is not specified, the process proceeds to step S1102.

  In step S1102, regardless of the detection result of the angle sensor, the control shaft 13 of the variable lift mechanism 134a, 134b is in the mechanical default position (for example, the position where the minimum valve operating angle / minimum valve lift amount is reached). In the next step S1103, the energization to the motor 17 of the variable lift mechanisms 134a and 134b is stopped, and the control shaft 13 of the variable lift mechanisms 134a and 134b is returned to the mechanical default position. A fail safe command is output to the VEL controller 120.

  The VEL controller 120 stops energization of the motors 17 of the variable lift mechanisms 134a and 134b based on the fail safe command, and returns the control shaft 13 to a mechanical default position.

  On the other hand, it is not a case where it is determined in step S1101 that both of the double angle sensors are in failure, and at least one of the double angle sensors has failed. If it is determined that the sensor that has failed is not in a specified state, that is, if at least one of the double angle sensors is normal The process proceeds to step S1104.

  In step S1104, the target angle θtg is variably set according to the engine operating state, and then the process proceeds to step S1105, and the target angle θtg set in step S1104 is transmitted to the VEL controller 120 side.

  The VEL controller 120 that receives the target angle θtg performs control according to the routine shown in the flowchart of FIG. 9. For example, when the angle sensors 135a and 135b connected to the VEL controller 120 are out of order, the ECM 121 The detection result of the angle sensor connected to is read and control of the variable lift mechanisms 134a and 134b is executed.

  Further, in the ECM 121, if the angle sensor connected to the ECM 121 is out of order, the detected angle value is read from the VEL controller 120 side, and the process of calculating the charged air amount from the detected value of the intake air amount is executed. .

  By the way, as described above, when it is determined that one of the double angle sensors is out of the normal range and has failed, the other angle sensor that detects the angle of the same control shaft 13 is detected. Based on the detection value of the angle sensor, control of the variable lift mechanisms 134a and 134b and correction control of the intake air amount detection value are continued. Although the output of the other angle sensor is within the normal range, When a failure having a value different from the value occurs, the failure cannot be diagnosed.

  In such a case, in the V-type engine as in the present embodiment, when the air-fuel ratio of each bank is individually detected by the air-fuel ratio sensors 126a and 126b, the other angle is determined based on the air-fuel ratio deviation between the banks. It is possible to diagnose the presence or absence of a failure in the sensor.

  For example, the angle sensor used for control of the variable lift mechanism 134a can normally detect the actual value, but the angle sensor used for control of the variable lift mechanism 134b does not actually output although the output is within the normal range. When generating an output different from the value, the valve operating angle and valve lift amount of the intake valve 106 of the first bank 101a in which the variable lift mechanism 134a is provided are controlled to the target, while the variable lift mechanism 134b is provided. The valve operating angle / valve lift amount of the intake valve 106 of the second bank 101b deviates from the target.

  For this reason, there is a difference in the valve operating angle / valve lift amount of the intake valve 106 between the banks, thereby causing a difference in the intake air amount between the banks. The airflow sensor 127 measures the average intake air amount of each bank. In addition, since the fuel injection amount is determined based on the average intake air amount, a difference occurs in the air-fuel ratio between the banks, and the failure diagnosis of the angle sensor can be performed from the air-fuel ratio difference between the banks.

The routine shown in the flowchart of FIG. 12 shows a state of failure diagnosis of the angle sensor based on the air-fuel ratio, and is executed by a scheduled interruption process.
First, in step S1201, the air-fuel ratio of the first bank 101a and the second bank 101b detected by the air-fuel ratio sensors 126a and 126b is read, and the air-fuel ratio difference between both banks is calculated.

  An air-fuel ratio feedback correction coefficient for correcting the fuel injection amount is set for each bank so that the detection results of the air-fuel ratio sensors 126a and 126b approach the target air-fuel ratio, and the air-fuel ratio flowchart correction coefficient is used for each bank. When the fuel injection amount is corrected, the air-fuel ratio feedback correction coefficient of each bank is read as a state quantity indicating the air-fuel ratio of each bank, and the difference between the banks of the air-fuel ratio feedback correction coefficient is calculated.

In the next step S1202, the engine operating state such as the engine load and the engine speed NE is read, and the maximum value (> 0) of the air-fuel ratio difference is calculated from the engine operating state.
The variation in the intake air amount with respect to the detection error of the angle sensor varies depending on the engine operating state. The lower the engine load (the smaller the valve lift amount), the greater the variation in the intake air amount with respect to the detection error of the angle sensor. Therefore, the maximum value of the air-fuel ratio difference is set to a larger value as the engine load is lower.

  The maximum value of the air-fuel ratio difference includes not only the difference caused by the detection variation of the angle sensor but also the variation of the fuel injection amount by the fuel injection valve. The value is set so that the actual air-fuel ratio difference exceeds when the output of one angle sensor exceeds the variation range and differs from the actual value.

In step S1203, it is determined whether the absolute value of the air-fuel ratio difference (difference in air-fuel ratio feedback correction coefficient) between the banks is equal to or greater than the maximum value.
If the absolute value of the air-fuel ratio difference between the banks (difference in air-fuel ratio feedback correction coefficient) is less than the maximum value, even if there is an air-fuel ratio difference between the banks, it is within an allowable range. The difference in intake air amount between banks, in other words, the difference between the banks of the valve operating angle and valve lift amount of the intake valve 106 is within the allowable range, and the angle sensors in each bank are considered to be normal. This routine can be terminated as it is.

  On the other hand, if it is determined that the absolute value of the air-fuel ratio difference (difference in air-fuel ratio feedback correction coefficient) between the banks is equal to or greater than the maximum value, the angle sensor in either bank fails and its output However, it is determined that the actual value exceeds the variation range, and the process proceeds to step S1204.

In step S1204, the process before determining the failure determination is executed.
More specifically, the variable valve timing mechanisms 133a and 133b are used to retard the central phase of the valve operating angles of the intake valves 106 in both banks, in other words, the timing at which the valve lift of the intake valves 106 reaches a maximum value. Is moved away from the top dead center, and processing for avoiding interference between the intake valve 106 and the piston is performed.

In the retard processing, it is preferable to change the center phase to the most retarded angle.
By the processing in step S1204 described above, even if the valve lift amount of the intake valve 106 is controlled to be larger than the target due to the failure of the angle sensor, the possibility of interference between the intake valve 106 and the piston is quickly reduced. Can be made.

  In step S1205, it is determined whether or not the duration for which the absolute value of the air-fuel ratio difference between the banks (difference in air-fuel ratio feedback correction coefficient) is greater than or equal to the maximum value is greater than or equal to a predetermined time. By making a determination, failure of the angle sensor is not determined by the occurrence of a temporary air-fuel ratio difference affected by noise or the like.

Accordingly, the predetermined time is set to a time exceeding the time when the air-fuel ratio fluctuates due to noise or the like.
If it is determined in step S1205 that the duration time is equal to or longer than the predetermined time, the process proceeds to step S1206, and determination is made that at least one of the angle sensors used for controlling the variable lift mechanisms 134a and 134b has failed. .

  When a failure is determined in step S1205, the variable lift mechanism of both banks is obtained by proceeding to step S902, step S903 or step S1002, step S1003 or step S1102, and step S1103 in the flowcharts of FIGS. A fail-safe command is output to the VEL controller 120 to stop energization of the motor 17 of 134a, 134b and return the control shaft 13 of the variable lift mechanism 134a, 134b to the mechanical default position.

  In the example shown in the flowchart of FIG. 12, the difference in intake air amount between banks due to the failure of the angle sensor used to control the variable lift mechanisms 134a and 134b is detected as the difference in air-fuel ratio. As shown in FIG. 2, each bank has an independent intake system, and each of these intake systems has air flow sensors 127a and 127b. The intake air amount of the first bank 101a and the intake air amount of the second bank 101b are individually set. If it can be detected, the angle sensor failure can be diagnosed from the difference in the intake air amount between the banks.

  The internal combustion engine 101 shown in FIG. 13 has the same structure as that of the internal combustion engine 101 shown in FIG. 1 except that an independent intake system is provided for each bank. The detailed explanation is omitted.

The flowchart of FIG. 14 shows a routine for performing failure diagnosis based on the difference in the intake air amount, and this routine is executed by a scheduled interruption process.
First, in step S1301, the intake air amount Qa of the first bank 101a and the intake air amount Qa of the second bank 101b detected by the air flow sensors 127a and 127b are read, and the difference between the intake air amounts between the two banks is calculated.

In the next step S1302, the engine operating state such as the engine load and the engine speed NE is read, and the maximum value (> 0) of the intake air amount difference is calculated from the engine operating state.
The variation in the intake air amount with respect to the detection error of the angle sensor varies depending on the engine operating state. The lower the engine load (the smaller the valve lift amount), the greater the variation in the intake air amount with respect to the detection error of the angle sensor. Therefore, the maximum value of the intake air amount difference is set to a larger value as the engine load is lower.

  Note that the maximum value of the difference in intake air amount does not exceed the detection variation of the angle sensor, and when the output of one angle sensor exceeds the variation range and differs from the actual value, the actual intake air amount Set a value that exceeds the amount difference.

In step S1303, it is determined whether the absolute value of the difference in the intake air amount between the banks is equal to or greater than the maximum value.
If the absolute value of the difference in the intake air amount between the banks is less than the maximum value, even if there is a difference in the intake air amount between the banks, the valve operating angle of the intake valve 106 is within the allowable range. Since the difference between the banks in the valve lift amount is within the allowable range and the angle sensors in each bank can be considered to be normal, this routine is terminated as it is.

  On the other hand, if it is determined that the absolute value of the difference in the intake air amount between the banks is equal to or greater than the maximum value, the angle sensor in either bank fails, and the output exceeds the variation range and is an actual value. The process proceeds to step S1304.

In step S1304, the process before determining the failure determination is executed.
More specifically, the variable valve timing mechanisms 133a and 133b are used to retard the central phase of the valve operating angles of the intake valves 106 in both banks, in other words, the timing at which the valve lift of the intake valves 106 reaches a maximum value. Is moved away from the top dead center, and processing for avoiding interference between the intake valve 106 and the piston is performed.

In the retard processing, it is preferable to change the center phase to the most retarded angle.
By the processing in step S1304, even if the valve lift amount of the intake valve 106 is controlled to be larger than the target due to the failure of the angle sensor, the possibility of interference between the intake valve 106 and the piston is quickly reduced. Can be made.

  In step S1305, it is determined whether or not the duration for which the absolute value of the difference in the intake air amount between the banks is equal to or greater than the maximum value is equal to or greater than a predetermined time. The failure of the angle sensor is not judged by the occurrence of the affected temporary air-fuel ratio difference.

Therefore, the predetermined time is set to a time exceeding the time when the intake air amount fluctuates due to noise or the like.
If it is determined in step S1305 that the duration is equal to or longer than the predetermined time, the process proceeds to step S1306, and a determination is made that at least one of the angle sensors used for controlling the variable lift mechanisms 134a and 134b has failed. .

  If a failure is determined in step S1305, the variable lift mechanism of both banks is obtained by proceeding to step S902, step S903 or step S1002, step S1003 or step S1102, and step S1103 in the flowcharts of FIGS. A fail-safe command is output to the VEL controller 120 to stop energization of the motor 17 of 134a, 134b and return the control shaft 13 of the variable lift mechanism 134a, 134b to the mechanical default position.

  In the above embodiment, the ECM 121 and the VEL controller 120 are provided separately. However, a unit (second unit) having a function corresponding to the ECM 121 and a function corresponding to the VEL controller 120 in one housing. And a unit having a second unit (second unit).

  In the above embodiment, the control of the variable lift mechanisms 134a and 134b as the electric actuator mechanism is taken as an example. However, the electric actuator mechanism may be the variable valve timing mechanisms 133a and 133b, the electronic control throttle 116, or the like. Further, it may be a motor in a hybrid system that drives a vehicle by combining an internal combustion engine and a motor, a power steering mechanism, or the like.

  In addition, although the angle sensor that detects the control amount (angle of the control shaft 13) of the variable lift mechanisms 134a and 134b as the electric actuator mechanism is configured to be double, it is provided in triple or more, for example, the VEL controller 120 It is also possible to connect two sensors to and one sensor to the ECM 121 side.

In addition, communication between the ECM 121 (second unit) and the VEL controller 120 (first unit) may be wired or wireless.
The multiple sensors include a plurality of sensors that detect the same control amount, and the sensor structures of the multiple sensors may be different from each other, for example, the angle of the control shaft 13 of the variable lift mechanism 134. As a sensor for detecting the above, a potentiometer type sensor and an encoder type sensor can be provided.

Here, technical ideas other than the claims that can be grasped from the above embodiment will be described together with effects.
(I)
A first unit that calculates and outputs an operation amount of an electric actuator mechanism used in a vehicle based on a control amount and a target value of the electric actuator mechanism;
A second unit configured to be communicable with the first unit, and to calculate the target value and transmit it to the first unit;
With
A plurality of sensors for detecting a control amount of the electric actuator mechanism are provided, and at least one of the sensors provided in the multiplex is connected to the first unit and is at least different from the sensor connected to the first unit. A control device for an electric actuator mechanism for a vehicle, wherein one sensor is connected to the second unit.
According to the above invention, sensor abnormality can be reliably detected, and each unit can obtain the detected value of the control amount without delay, and each unit can perform control with high accuracy.

(B)
One unit of the first unit and the second unit receives the detection value of the control amount by the sensor from the other unit, and the control value by the sensor connected to the received detection value and the one unit The sensor value is compared with the detected value of the sensor, and the sensor value is diagnosed based on the time required for the communication between the first unit and the second unit. 5. The control device for an electric actuator mechanism for a vehicle according to claim 1, wherein a threshold value used for the failure diagnosis is corrected.
According to the said invention, it can suppress that the reliability of a diagnosis falls by being influenced by the time which the communication between a 1st unit and a said 2nd unit requires.

(C)
When the sensor connected to the first unit fails, the first unit receives a detection value of the control amount by the sensor from the second unit, and calculates the operation amount based on the received detection value. In addition, the control device for the electric actuator mechanism for a vehicle according to claim 1, wherein a calculation gain of the operation amount is reduced as compared with a case where the sensor is normal.
According to the said invention, generation | occurrence | production of an overshoot can be suppressed by making a calculation gain small.

(D) a control unit that calculates and outputs an operation amount of an electric actuator mechanism used in a vehicle based on a control amount and a target value of the electric actuator mechanism;
Control in which at least one of a plurality of sensors for detecting a control amount of the electric actuator mechanism is connected, and a detection result by the other sensor of the plurality of sensors and the target value are received from outside by communication. unit.
According to the above invention, since at least one of the multiple sensors is connected to the control unit, the control amount of the electric actuator mechanism can be detected with good response, and the detection result of another sensor can be obtained from the outside. By receiving from outside by communication, the control unit can determine the consistency of the detection results of the multiple sensors.

(E) the one unit calculates a change amount of the control amount in a time required for communication between the first unit and the second unit, and a detection value used for the failure diagnosis with the change amount; The control device for an electric actuator mechanism for a vehicle according to claim (b), wherein the threshold value is corrected.
According to the above invention, the latest value of the detected value received from the other unit and the latest value detected by one unit based on the sensor connected to the unit cause a difference in the amount of change. By correcting the detection value and / or threshold value with the change amount, the influence of the time required for communication can be suppressed.

(F) The control device for an electric actuator mechanism for a vehicle according to claim (e), wherein the change amount is calculated from a maximum response speed of the electric actuator mechanism and a time required for communication.
According to the above invention, since the amount of change when the maximum response speed is changed in the communication time is obtained from the maximum response speed and the communication time, the maximum change amount of the actual change amount is predicted. If the detection value and / or the threshold value is corrected by the change amount, the difference in the detection value between the sensors due to the sensor failure can be reliably determined.

(G) a detection value of a control amount by a sensor connected to the one unit, the detection value of the control amount before the time required for communication between the first unit and the second unit; The control device for an electric actuator mechanism for a vehicle according to claim 2, wherein a failure diagnosis of the sensor is performed by comparing with a latest value of a detected value of a control amount received from the other unit.
According to the above invention, since the detection value read from the other unit taking the communication time is the detection value at the time point before the communication time, the detection value of one unit is the communication value before the communication time. When compared with the detected values at the time, the detected values detected at the same timing are compared with each other, and the consistency can be diagnosed with high accuracy while suppressing the influence of the communication time.

(V) The electric actuator mechanism for a vehicle according to any one of claims (a) to (c), wherein the electric actuator mechanism is a variable valve mechanism that makes a lift characteristic of an engine valve of an internal combustion engine variable. Control device.
According to the above invention, the control amount of the variable valve mechanism can be detected with high response, and a sensor failure is detected by comparing the detection values between the sensors by providing multiple sensors for detecting the control amount of the variable valve mechanism. Diagnosis is possible, and fail-safe operation of the variable valve mechanism can be reliably implemented against sensor failure.

  DESCRIPTION OF SYMBOLS 101 ... Internal combustion engine, 106 ... Intake valve, 108 ... Fuel injection valve, 109 ... Spark plug, 110 ... Crankshaft, 116 ... Electronically controlled throttle, 120 ... VEL controller (first unit), 121 ... ECM (engine control Module: second unit), 122 ... accelerator opening sensor, 123 ... water temperature sensor, 124 ... vehicle speed sensor, 125 ... crank angle sensor, 126a, 126b ... air-fuel ratio sensor, 127 ... air flow sensor, 128 ... throttle opening sensor, 133a, 133b ... variable valve timing mechanism, 134a, 134b ... variable lift mechanism (electric actuator mechanism)

Claims (3)

In each vehicle of the internal combustion engine consisting of two banks, a vehicle having a variable lift mechanism that is operated by an electric actuator and changes the valve operating angle of the intake valve together with the maximum valve lift amount,
A first unit for controlling the variable lift mechanism of each bank ;
A second unit configured to be able to communicate with the first unit;
Bei to give a,
The variable lift mechanism of each bank includes multiple sensors for detecting the valve operating angle, and at least one of the multiple sensors is connected to the first unit, and the sensor is connected to the first unit. At least one sensor different from is connected to the second unit;
One of the first unit and the second unit receives a detection value of the valve operating angle by the sensor from the other unit, and the received detection value and a sensor connected to the one unit the detected value of the valve operating angle, Hazuki group and the amount of change in the detection value at the time required for communication between the first unit and the second unit, the fault diagnosis of the sensor for each variable lift mechanism of each bank Done and
Until the a case where the variable lift mechanism of one bank a possible failure of the sensor failure diagnosis to confirm the failure, the first unit, the valve operation in the variable lift mechanism of said one bank The variable lift mechanism of the one bank is controlled based on a larger valve operating angle among the plurality of detected values of the corners, and the variable lift mechanism of the other bank is controlled based on the detected value of the sensor connected to the first unit. Control
When the failure of the sensor is determined for the variable lift mechanism of the one bank, the first unit cuts off the power to the electric actuators of the variable lift mechanisms of both banks and sets the variable lift mechanisms of both banks to the default position. A control device for an electric actuator mechanism for a vehicle fixed to the vehicle. A first unit for controlling an electric actuator mechanism used in a vehicle;
A second unit configured to be able to communicate with the first unit;
With
A plurality of sensors for detecting a control amount of the electric actuator mechanism are provided, and at least one of the sensors provided in the multiplex is connected to the first unit and is at least different from the sensor connected to the first unit. One sensor is connected to the second unit;
One unit of the first unit and the second unit receives the detection value of the control amount by the sensor from the other unit, and the control by the sensor connected to the received detection value and the one unit A failure diagnosis of the sensor based on a detection value of the amount and a change amount of the detection value in a time required for communication between the first unit and the second unit; and
When there is a possibility of failure of the sensor, the electric actuator mechanism is controlled based on a state in which the operation is the largest at the current detection value until the failure diagnosis determines the failure.
When the failure of the sensor connected to the first unit is confirmed, the first unit lowers the control gain compared to when it is normal, and the electric actuator mechanism is activated according to the detection value received from the second unit. A control device for an electric actuator mechanism for a vehicle to be controlled. A first unit for controlling an electric actuator mechanism used in a vehicle;
A second unit configured to be able to communicate with the first unit;
With
A plurality of sensors for detecting a control amount of the electric actuator mechanism are provided, and at least one of the sensors provided in the multiplex is connected to the first unit and is at least different from the sensor connected to the first unit. One sensor is connected to the second unit;
One unit of the first unit and the second unit receives the detection value of the control amount by the sensor from the other unit, and the control by the sensor connected to the received detection value and the one unit A failure diagnosis of the sensor based on the detected value of the quantity, and the electric actuator mechanism based on a maximum response speed of the electric actuator mechanism and a time required for communication between the first unit and the second unit. Calculates the amount of change in the control amount that changes with the time required for the communication when operating at the maximum response speed, and at least one of the setting of the detection value used for failure diagnosis and the threshold value used for failure diagnosis according to the amount of change Change
When there is a possibility of failure of the sensor, the first unit sets the electric actuator mechanism based on a state of operating most at a current detection value until the failure diagnosis establishes the failure. A control device for an electric actuator mechanism for a vehicle to be controlled.