JPH06159153A - Abnormality detection device of exhaust recirculation system - Google Patents
Abnormality detection device of exhaust recirculation systemInfo
- Publication number
- JPH06159153A JPH06159153A JP4339444A JP33944492A JPH06159153A JP H06159153 A JPH06159153 A JP H06159153A JP 4339444 A JP4339444 A JP 4339444A JP 33944492 A JP33944492 A JP 33944492A JP H06159153 A JPH06159153 A JP H06159153A
- Authority
- JP
- Japan
- Prior art keywords
- sensor
- abnormality
- engine
- valve
- egr
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Testing Of Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、内燃機関の排気還流系
の故障検知に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to detection of a failure in an exhaust gas recirculation system of an internal combustion engine.
【０００２】[0002]
【従来技術】従来内燃機関の排気還流装置所謂ＥＧＲ装
置の異常を検知する方法として、ＥＧＲ弁の目標開度と
実開度の偏差が所定値より大きいとき故障と判定する例
（特開昭55−123345号公報）がある。2. Description of the Related Art As a conventional method for detecting an abnormality in an exhaust gas recirculation device of an internal combustion engine, a so-called EGR device, an example of determining a failure when a deviation between a target opening and an actual opening of an EGR valve is larger than a predetermined value (Japanese Patent Laid-Open No. 55-55 -123345).
【０００３】しかしエンジンの加速または減速時には、
ＥＧＲ弁の目標開度が大きく変化し実開度に追従送れが
あるためＥＧＲ系の故障と誤って判断してしまうおそれ
がある。However, when the engine is accelerated or decelerated,
Since the target opening of the EGR valve changes greatly and the actual opening can be tracked and sent, there is a risk of erroneously determining that the EGR system is out of order.
【０００４】そこで加減速ばかりでなくエンジンの運転
状態を考慮して故障診断を行う例（特開平４−103865号
公報）がある。同例は、ＥＧＲ弁の実開度と目標開度の
偏差がエンジン運転状態に応じた所定値以上のとき、Ｅ
ＧＲ系が故障であると判定するようにしたものである。Therefore, there is an example (Japanese Unexamined Patent Publication No. 4-103865) in which a failure diagnosis is made in consideration of not only the acceleration / deceleration but also the operating state of the engine. In this example, when the deviation between the actual opening of the EGR valve and the target opening is equal to or more than a predetermined value according to the engine operating state, E
It is determined that the GR system is out of order.
【０００５】[0005]
【解決しようとする課題】しかしエンジン運転状態を検
出する各種センサに異常があると、前記所定値が信頼で
きないものとなり、ＥＧＲ系の故障を誤検知するおそれ
がある。However, if there is an abnormality in various sensors that detect the engine operating state, the predetermined value becomes unreliable and there is a possibility that a failure of the EGR system may be erroneously detected.
【０００６】本発明はかかる点に鑑みなされたもので、
その目的とする処は内燃機関の運転状態検知手段の異常
に基づくＥＧＲ系の故障診断の誤検知を防止できるＥＧ
Ｒ系の異常検出装置を供する点にある。The present invention has been made in view of the above points,
The purpose of the EG is to prevent erroneous detection of failure diagnosis of the EGR system based on an abnormality of the operating state detection means of the internal combustion engine.
The point is to provide an R-type abnormality detection device.
【０００７】[0007]
【課題を解決するための手段および作用】上記目的を達
成するために、本発明は、内燃機関の排気ガスの一部を
吸気系に還流する排気還流手段と同排気還流手段の作動
状態を診断する診断手段を備えた内燃機関において、内
燃機関の運転状態を検出する運転状態検出手段と、同運
転状態検出手段の異常の有無を判断する異常判断手段
と、同異常判断手段が異常と判断したときは前記診断手
段の作動を禁止する禁止手段とを備えた排気還流系の異
常検出装置とした。In order to achieve the above object, the present invention diagnoses an exhaust gas recirculation means for recirculating a part of exhaust gas of an internal combustion engine to an intake system and an operating state of the exhaust gas recirculation means. In an internal combustion engine equipped with a diagnostic means for operating, an operating state detecting means for detecting an operating state of the internal combustion engine, an abnormality determining means for determining whether or not there is an abnormality in the operating state detecting means, and the abnormality determining means determined to be abnormal. In this case, the exhaust gas recirculation system abnormality detection device is provided with a prohibition unit that prohibits the operation of the diagnosis unit.
【０００８】運転状態検出手段に異常があると判断され
たときは、診断手段の作動を禁止することで誤検知を防
止している。When it is determined that the operating condition detecting means is abnormal, the operation of the diagnosing means is prohibited to prevent erroneous detection.
【０００９】[0009]
【実 施 例】以下図１ないし図３に図示した本発明の
一実施例について説明する。図中１は例えば４気筒の内
燃エンジンで、該エンジン１の吸気ポートに接続された
吸気管（吸気通路）２の途中にはスロットル弁３が介装
されている。該スロットル弁３にはスロットル弁開度セ
ンサ（以下、θTHセンサと称する）４が接続されてお
り、該θTHセンサ４は前記スロットル弁３の弁開度を電
気的信号に変換して電子コントロールユニット（以下Ｅ
ＣＵと称する）５に供給する。EXAMPLES An example of the present invention shown in FIGS. 1 to 3 will be described below. In the figure, reference numeral 1 denotes, for example, a 4-cylinder internal combustion engine, and a throttle valve 3 is interposed in the middle of an intake pipe (intake passage) 2 connected to an intake port of the engine 1. A throttle valve opening sensor (hereinafter referred to as a θ TH sensor) 4 is connected to the throttle valve 3, and the θ TH sensor 4 converts the valve opening of the throttle valve 3 into an electric signal and outputs an electronic signal. Control unit (hereinafter E
(Referred to as CU) 5.
【００１０】一方、前記スロットル弁３の下流に位置し
て前記吸気管２には分岐管６を介して吸気管内絶対圧セ
ンサ（以下ＰBAセンサと称する）７が設けられており、
該ＰBAセンサ７は前記吸気管２内の絶対圧ＰBAを電気的
信号に変換して前記ＥＣＵ５に供給する。On the other hand, an intake pipe absolute pressure sensor (hereinafter referred to as P BA sensor) 7 is provided in the intake pipe 2 downstream of the throttle valve 3 via a branch pipe 6.
The P BA sensor 7 converts the absolute pressure P BA in the intake pipe 2 into an electric signal and supplies it to the ECU 5.
【００１１】前記エンジン１にはサーミスタ等からなる
エンジン冷却水温センサ（以下Ｔｗセンサと称する）８
が設けられており、該Ｔｗセンサ８は前記エンジン１の
気筒周壁内の冷却水ジャケット部内に挿入保持されて、
その冷却水温検出信号を前記ＥＣＵ５に供給するもので
ある。The engine 1 has an engine cooling water temperature sensor (hereinafter referred to as a Tw sensor) 8 including a thermistor or the like.
Is provided, and the Tw sensor 8 is inserted and held in a cooling water jacket portion in the cylinder peripheral wall of the engine 1,
The cooling water temperature detection signal is supplied to the ECU 5.
【００１２】前記エンジン１の図示しないカム軸周囲ま
たはクランク軸周囲には、エンジン回転数センサ（以
下、ＮE センサと称する）９が設けられており、該ＮE
センサ９は前記エンジン１のクランク軸の180 °回転毎
に所定のクランク角度位置で１パルスの信号、すなわ
ち、ＴＤＣ（上死点）信号を出力するものであり、該Ｔ
ＤＣ信号は前記ＥＣＵ５に供給される。[0012] to a camshaft or a crankshaft (not shown) of the engine 1, an engine speed sensor (hereinafter, referred to as N E sensor) 9 is provided, the N E
The sensor 9 outputs a signal of one pulse, that is, a TDC (top dead center) signal at a predetermined crank angle position for every 180 ° rotation of the crank shaft of the engine 1.
The DC signal is supplied to the ECU 5.
【００１３】前記エンジン１の排気ポートに接続された
排気管（排気通路）10の途中には触媒コンバータ（三元
触媒）11が介装されており、該触媒コンバータ11により
排気ガス中のＨＣ（炭化水素）、ＣＯ（一酸化炭素）、
ＮＯｘ（窒素酸化物）等の有害成分の浄化作用が行なわ
れる。なお触媒コンバータ11には触媒の温度を検出する
触媒温度センサ（以下、ＴCAT センサと称する）30が設
けられている。A catalytic converter (three-way catalyst) 11 is provided in the middle of an exhaust pipe (exhaust passage) 10 connected to an exhaust port of the engine 1, and the catalytic converter 11 causes HC ( Hydrocarbons), CO (carbon monoxide),
Purification action of harmful components such as NOx (nitrogen oxide) is performed. The catalytic converter 11 is provided with a catalyst temperature sensor (hereinafter referred to as T CAT sensor) 30 that detects the temperature of the catalyst.
【００１４】この触媒コンバータ11の上流側に位置して
前記排気管10には酸素濃度センサ（以下、Ｏ2 センサと
称する）12が設けられており、該Ｏ2 センサ12は排気ガ
ス中の酸素濃度を検出して、その検出信号を前記ＥＣＵ
５に供給する。このＥＣＵ５には、大気圧ＰA を検出す
る大気圧センサ（以下、ＰA センサと称する）13，車速
センサ（以下、Ｖセンサと称する）31およびバッテリ14
の電極が接続されており、その検出信号およびバッテリ
電圧が供給される。An oxygen concentration sensor (hereinafter referred to as an O 2 sensor) 12 is provided in the exhaust pipe 10 on the upstream side of the catalytic converter 11, and the O 2 sensor 12 is an oxygen gas in the exhaust gas. The concentration is detected and the detection signal is sent to the ECU.
Supply to 5. The ECU 5 includes an atmospheric pressure sensor (hereinafter, referred to as P A sensor) 13, a vehicle speed sensor (hereinafter, referred to as V sensor) 31, and a battery 14 for detecting the atmospheric pressure P A.
Of the electrodes are connected, and the detection signal and the battery voltage are supplied.
【００１５】前記吸気管２と排気管10との間にはバイパ
ス状に排気還流路15が配設されている。該排気還流路15
は、その一端が前記Ｏ2 センサ12より上流側（エンジン
１側）に位置して前記排気管10に、かつ、他端が前記Ｐ
BAセンサ７より上流側（スロットル弁３側）に位置して
前記吸気管２に夫々連通接続されている。An exhaust gas recirculation passage 15 is arranged between the intake pipe 2 and the exhaust pipe 10 in a bypass shape. The exhaust gas recirculation path 15
Has one end located upstream of the O 2 sensor 12 (engine 1 side) in the exhaust pipe 10 and the other end located in the P
The intake pipe 2 is located upstream of the BA sensor 7 (throttle valve 3 side) and is connected to the intake pipe 2.
【００１６】この排気還流路15の途中には排気還流量制
御弁（以下、ＥＧＲ弁と称する）16が介装されている。
該ＥＧＲ弁16は差圧応動型の弁作動手段16ａにて作動さ
れる所謂ダイヤフラム弁よりなるもので、弁室17ａとダ
イヤフラム室17ｂを有するケーシング17と、該ケーシン
グ17の弁室17ａ内に位置して前記排気還流路15を開閉し
得るように上下動自在に配設された弁体18と、該弁体18
と弁軸18ａを介して連結されて後述する合成圧力調整弁
19により調整される吸気管内の圧力ＰBAと大気圧ＰA と
の合成圧力に応じて作動するダイヤフラム（圧力応動部
材）20と、該ダイヤフラム20を閉弁方向に付勢するばね
21とからなる。An exhaust gas recirculation amount control valve (hereinafter referred to as an EGR valve) 16 is interposed in the exhaust gas recirculation passage 15.
The EGR valve 16 is composed of a so-called diaphragm valve which is operated by a differential pressure responsive valve actuating means 16a. The casing 17 has a valve chamber 17a and a diaphragm chamber 17b, and is located in the valve chamber 17a of the casing 17. And a valve body 18 that is vertically movable so that the exhaust gas recirculation path 15 can be opened and closed.
And a synthetic pressure regulating valve which will be described later by being connected to the valve shaft 18a through
A diaphragm (pressure responsive member) 20 that operates in accordance with a combined pressure of the pressure P BA in the intake pipe and the atmospheric pressure P A adjusted by 19, and a spring that biases the diaphragm 20 in the valve closing direction.
It consists of 21 and.
【００１７】前記ダイヤフラム20を介してその上側に画
成される負圧室22には負圧連通路23の一端が連通接続さ
れ、該負圧連通路23の他端は前記スロットル弁３と排気
還流路15の他端との間に位置して前記吸気管２に連通接
続されており、吸気管２内の圧力ＰBAが前記負圧連通路
23を介して前記負圧室22へ導入されるようになってい
る。前記負圧連通路23の途中には大気連通路24が連通接
続され、該大気連通路24の途中には合成圧力調整弁19が
介装されている。One end of a negative pressure communication passage 23 is communicatively connected to the negative pressure chamber 22 defined above the diaphragm 20 via the diaphragm 20, and the other end of the negative pressure communication passage 23 is connected to the throttle valve 3 and the exhaust gas recirculation passage. It is located between the other end of 15 and communicated with the intake pipe 2, and the pressure P BA in the intake pipe 2 is the negative pressure communication passage.
It is adapted to be introduced into the negative pressure chamber 22 via 23. An atmosphere communication passage 24 is connected in the middle of the negative pressure communication passage 23, and a combined pressure control valve 19 is interposed in the middle of the atmosphere communication passage 24.
【００１８】該調整弁19はデューティ比制御されること
により、前記ダイヤフラム20の負圧室22内に導入される
合成圧力を調整するもので、常開型の電磁弁よりなる。
前記調整弁19は前記ＥＣＵ５に電気的に接続されてお
り、該ＥＣＵ５からの指令信号によって開閉作動して、
前記ＥＧＲ弁16の弁体18のリフト量、およびそのリフト
動作速度を制御するものである。前記ダイヤフラム20を
介してその下側に画成される大気圧室25は通気孔25ａを
介して大気に連通している。The adjusting valve 19 controls the combined pressure introduced into the negative pressure chamber 22 of the diaphragm 20 by controlling the duty ratio, and is a normally open solenoid valve.
The adjusting valve 19 is electrically connected to the ECU 5, and opens and closes in response to a command signal from the ECU 5,
The lift amount of the valve body 18 of the EGR valve 16 and the lift operation speed thereof are controlled. An atmospheric pressure chamber 25 defined below the diaphragm 20 via the diaphragm 20 communicates with the atmosphere via a vent hole 25a.
【００１９】前記ＥＧＲ弁16には弁開度（リフト）セン
サ（以下、Ｌセンサと称する）26が設けられており、該
Ｌセンサ26は前記ＥＧＲ弁16の弁体18の作動位置（リフ
ト量）を検出して、その検出信号を前記ＥＣＵ５に供給
する。The EGR valve 16 is provided with a valve opening (lift) sensor (hereinafter referred to as an L sensor) 26, and the L sensor 26 operates the operating position (lift amount) of the valve body 18 of the EGR valve 16. ) Is detected and the detection signal is supplied to the ECU 5.
【００２０】該ＥＣＵ５は前記Ｌセンサ26からの出力信
号値に異常があるか否かを判別すると共に、前記各種の
センサ、すなわち、θTHセンサ４、ＰBAセンサ７、Ｔｗ
センサ８、ＮE センサ９、Ｏ2 センサ12、ＰA センサ1
3、ＴCAT センサ30、Ｖセンサ31からの検出信号に基づ
いてエンジン１の運転状態を判別し、その判別結果に応
じたＥＧＲ弁16の目標弁開度値ＬCMD を演算設定する。The ECU 5 determines whether or not the output signal value from the L sensor 26 is abnormal, and at the same time, the various sensors, that is, the θ TH sensor 4, the P BA sensor 7, and the Tw sensor.
Sensor 8, N E sensor 9, O 2 sensor 12, P A sensor 1
3, the operating state of the engine 1 is discriminated based on the detection signals from the T CAT sensor 30 and the V sensor 31, and the target valve opening value L CMD of the EGR valve 16 is calculated and set according to the discrimination result.
【００２１】このようにＥＧＲ制御において目標弁開度
ＬCMD の演算に当っても各種センサからの検出信号から
エンジン運転状態を判別してこれをもとに算出している
ので、一つのセンサでも異常があるとＥＧＲ制御自体適
正に行われない。As described above, even in the calculation of the target valve opening L CMD in the EGR control, the engine operating state is determined from the detection signals from various sensors and the calculation is performed based on this, so that even one sensor can be used. If there is an abnormality, the EGR control itself cannot be performed properly.
【００２２】そしてこのＥＧＲ系の故障を診断する方法
として目標弁開度ＬCMD と実弁開度値ＬACT との偏差が
許容値ΔＬEGR の範囲内にあるか否かで判別している。
かかる故障診断が運転状態のいかんにかかわらず正確に
行われるように、許容値ΔＬEGR をエンジン運転状態に
応じて適宜所定の値に設定している。したがってエンジ
ン運転状態を検出するところの各種センサに異常がある
ときは、故障診断結果は誤っている可能性がある。[0022] The deviation between the target valve opening L CMD and Miben opening value L ACT is determined by whether it is within the range of acceptable values [Delta] L EGR as a method for diagnosing a failure of the EGR system.
As such the failure diagnosis is performed accurately regardless of the operating state, it is set to an appropriate predetermined value the allowable value [Delta] L EGR according to the engine operating condition. Therefore, if various sensors that detect the engine operating state are abnormal, the failure diagnosis result may be incorrect.
【００２３】そこで本実施例では、上記各種センサに異
常があるか否かをチェックし、その後ＥＧＲ系故障診断
モニタを許可または不許可とする制御を行う。各種セン
サの異常の有無を判断する多重故障チェックルーチンを
図２に示す。Therefore, in this embodiment, it is checked whether or not there is an abnormality in each of the various sensors described above, and then control is performed to allow or disallow the EGR system failure diagnosis monitor. FIG. 2 shows a multiple failure check routine for determining whether or not there is an abnormality in each sensor.
【００２４】まずステップ１でＯ2 センサー12、ＰBAセ
ンサー７、θTHセンサ４、吸気温（ＴA ）センサ、Ｔｗ
センサ８、ＰA センサ13、ＴCAT センサ30、Ｖセンサ31
の各センサの異常を判断し、１センサでも異常がある
と、ステップ７に飛んで多重故障チェックフラグＦに
“１”を立てる。First, in step 1, O 2 sensor 12, P BA sensor 7, θ TH sensor 4, intake air temperature (T A ) sensor, Tw.
Sensor 8, P A sensor 13, T CAT sensor 30, V sensor 31
The abnormality of each sensor is judged, and if there is even one sensor, the process jumps to step 7 and the multiple failure check flag F is set to "1".
【００２５】上記センサのいずれもが正常ならば次のス
テップ２に進み、バルブタイミング機構に異常があるか
否かを判断し、異常があればステップ７に飛び、正常な
らばステップ３に進みＴＤＣパルス、ＣＲＫパルスが異
常か否かが判別される。If any of the above sensors is normal, the process proceeds to the next step 2, and it is judged whether or not there is an abnormality in the valve timing mechanism. If there is an abnormality, the process jumps to step 7, and if normal, the process proceeds to step 3 and TDC. It is determined whether the pulse or CRK pulse is abnormal.
【００２６】異常があればステップ７に飛び、正常なら
ば次のステップ４に進んで燃料噴射弁の異常の有無を判
断し、異常があればステップ７に飛び、正常ならば次の
ステップ５に進んで燃料供給系の異常の有無を判断し、
異常があればステップ７に飛び、正常ならば次のステッ
プ６に進んで失火の有無を判断し、失火があればステッ
プ７に飛び、失火がなければステップ８に進んで多重故
障チェックフラグＦに“０”を立てる。If there is an abnormality, the process jumps to step 7, if it is normal, the process proceeds to the next step 4, and it is judged whether or not there is an abnormality in the fuel injection valve. We will proceed to judge whether there is an abnormality in the fuel supply system,
If there is an abnormality, jump to step 7, if it is normal, proceed to the next step 6 to judge the presence or absence of misfire. If there is misfire, jump to step 7 and if there is no misfire, proceed to step 8 to set the multiple failure check flag F. Set "0".
【００２７】すなわちステップ１，２，３，４，５，６
においていずれかの１つでも異常または失火ありと判断
されたときは多重故障チェックフラグＦに“１”を立
て、それ以外すなわち全て正常な場合のみ多重故障チェ
ックフラグＦを“０”とする。かかる多重故障チェック
フラグＦの下で図３の故障診断モニタ前条件ルーチンに
入る。That is, steps 1, 2, 3, 4, 5, 6
If any one of them is judged to be abnormal or misfired, the multi-fault check flag F is set to "1", and the multi-fault check flag F is set to "0" only in other cases, ie, when all are normal. Under such a multiple failure check flag F, the failure diagnosis monitor precondition routine of FIG. 3 is entered.
【００２８】まずステップ11で多重故障チェックフラグ
Ｆが“０”か“１”かを判別し、Ｆ＝０のときは、次の
ステップ12に進むが、Ｆ＝１のときは、各種センサのい
ずれかに異常が認められたときであるので、ステップ16
に飛んで故障診断モニタを不許可として同モニタの作動
を禁止する。すなわちエンジン運転状態を検出する各種
センサのいずれか１つでも異常があるときは故障診断を
禁止することにしたものである。First, at step 11, it is judged whether the multiple failure check flag F is "0" or "1". When F = 0, the process proceeds to the next step 12, but when F = 1, various sensors Since it is when an abnormality is found in any of them, step 16
The failure diagnosis monitor is disallowed and the operation of the monitor is prohibited. That is, the failure diagnosis is prohibited when any one of the various sensors that detect the engine operating state is abnormal.
【００２９】なお上記センサが正常である場合でも、あ
る特定の運転領域にある場合でないと正確な故障診断が
行われないとしてステップ12では、ＴA 、Ｔｗ、ＮE 、
ＰBA、Ｖ、ＴCAT がある所定範囲内にないときはモニタ
不許可とし（ステップ16）、範囲内にあるときでも、定
速運転中で（ステップ13）、モニタが許可される前Ｏ2
フィードバック中（ステップ14）がある所定時間継続し
ていると判断（ステップ15）したときにのみ故障診断モ
ニタを許可し（ステップ17）、それ以外は不許可として
（ステップ16）、故障診断の正確を期している。Even if the above-mentioned sensor is normal, it is assumed that accurate failure diagnosis cannot be performed unless it is within a certain specific operating range. In step 12, T A , Tw, N E ,
If P BA , V, T CAT is not within a certain range, monitor is not permitted (step 16). Even if it is within the range, constant speed operation is in progress (step 13), and O 2 before monitoring is permitted.
The fault diagnosis monitor is enabled (step 17) only when it is judged during feedback (step 14) that it continues for a certain period of time (step 15), and otherwise the fault diagnosis monitor is disabled (step 16). In expectation.
【００３０】なお本実施例のＥＧＲの故障診断手法の他
に、ＥＧＲ制御弁の開弁時と閉弁時の吸入空気管内の圧
力の差が所定値より小さい時ＥＧＲ制御弁の故障と判定
する手法等様々な故障診断手法があるが、本発明はこれ
らのＥＧＲ故障診断手法にも適用することが可能であ
る。In addition to the EGR failure diagnosis method of this embodiment, when the difference in pressure in the intake air pipe during opening and closing of the EGR control valve is smaller than a predetermined value, it is determined that the EGR control valve is out of order. Although there are various failure diagnosis methods such as methods, the present invention can be applied to these EGR failure diagnosis methods.
【００３１】[0031]
【発明の効果】本発明は、内燃機関の運転状態検出手段
に異常が検出されたときは排気還流系の異常診断手段の
作動を禁止し、排気還流系の故障を誤検知するのを防止
することができる。According to the present invention, when an abnormality is detected in the operating state detecting means of the internal combustion engine, the operation of the abnormality diagnosing means of the exhaust gas recirculation system is prohibited to prevent the malfunction of the exhaust gas recirculation system from being erroneously detected. be able to.
【図面の簡単な説明】[Brief description of drawings]
【図１】本発明の一実施例に係る排気還流制御装置の全
体構成図である。FIG. 1 is an overall configuration diagram of an exhaust gas recirculation control device according to an embodiment of the present invention.
【図２】多重故障チェックルーチンを示すフローチャー
トである。FIG. 2 is a flowchart showing a multiple failure check routine.
【図３】故障診断モニタ前条件ルーチンを示すフローチ
ャートである。FIG. 3 is a flowchart showing a failure diagnosis monitor precondition routine.
１…エンジン、２…吸気管、３…スロットル弁、４…θ
THセンサ、５…ＥＣＵ、６…分岐管、７…ＰBAセンサ、
８…Ｔｗセンサ、９…ＮE センサ、10…排気管、11…触
媒コンバータ、12…Ｏ2 センサ、13…ＰA センサ、14…
バッテリ、15…排気還流路、16…ＥＧＲ弁、17…ケーシ
ング、18…弁体、19…合成圧力調整弁、20…ダイヤフラ
ム、21…ばね、22…負圧室、23…負圧連通路、24…大気
連通路、25…大気圧室、26…Ｌセンサ、30…ＴCAT セン
サ、31…Ｖセンサ。1 ... Engine, 2 ... Intake pipe, 3 ... Throttle valve, 4 ... θ
TH sensor, 5 ... ECU, 6 ... Branch pipe, 7 ... P BA sensor,
8 ... Tw sensor, 9 ... N E sensor, 10 ... exhaust pipe, 11 ... catalytic converter, 12 ... O 2 sensor, 13 ... P A sensor, 14 ...
Battery, 15 ... Exhaust gas recirculation passage, 16 ... EGR valve, 17 ... Casing, 18 ... Valve body, 19 ... Synthetic pressure regulating valve, 20 ... Diaphragm, 21 ... Spring, 22 ... Negative pressure chamber, 23 ... Negative pressure communication passage, 24 ... atmosphere communication passage, 25 ... atmospheric pressure chamber, 26 ... L sensor, 30 ... T CAT sensor, 31 ... V sensor.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 黒田 恵隆 埼玉県和光市中央１丁目４番１号 株式会 社本田技術研究所内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Eitaka Kuroda 1-4-1 Chuo, Wako-shi, Saitama, Ltd. Honda R & D Co., Ltd.
Claims (1)
流する排気還流手段と同排気還流手段の作動状態を診断
する診断手段を備えた内燃機関において、 内燃機関の運転状態を検出する運転状態検出手段と、 同運転状態検出手段の異常の有無を判断する異常判断手
段と、 同異常判断手段が異常と判断したときは前記診断手段の
作動を禁止する禁止手段とを備えたことを特徴とする排
気還流系の異常検出装置。1. An internal combustion engine equipped with an exhaust gas recirculation means for recirculating a part of exhaust gas of the internal combustion engine to an intake system and a diagnostic means for diagnosing an operating state of the exhaust gas recirculation means, for detecting an operating state of the internal combustion engine. An operating state detecting means; an abnormality determining means for determining whether or not there is an abnormality in the operating state detecting means; and a prohibiting means for prohibiting the operation of the diagnosing means when the abnormality determining means determines an abnormality. An exhaust gas recirculation system abnormality detector.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4339444A JPH06159153A (en) | 1992-11-27 | 1992-11-27 | Abnormality detection device of exhaust recirculation system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4339444A JPH06159153A (en) | 1992-11-27 | 1992-11-27 | Abnormality detection device of exhaust recirculation system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH06159153A true JPH06159153A (en) | 1994-06-07 |
Family
ID=18327527
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4339444A Pending JPH06159153A (en) | 1992-11-27 | 1992-11-27 | Abnormality detection device of exhaust recirculation system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH06159153A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100888305B1 (en) * | 2007-12-07 | 2009-03-11 | 현대자동차주식회사 | Method for protecting cpf through no2 activating control |
| JP2010133294A (en) * | 2008-12-03 | 2010-06-17 | Toyota Motor Corp | Abnormality diagnosis device of exhaust gas recirculating device |
| EP2362082A1 (en) * | 2008-12-03 | 2011-08-31 | Toyota Jidosha Kabushiki Kaisha | Engine system control device |
| JP2014070530A (en) * | 2012-09-28 | 2014-04-21 | Daihatsu Motor Co Ltd | Internal combustion engine |
-
1992
- 1992-11-27 JP JP4339444A patent/JPH06159153A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100888305B1 (en) * | 2007-12-07 | 2009-03-11 | 현대자동차주식회사 | Method for protecting cpf through no2 activating control |
| JP2010133294A (en) * | 2008-12-03 | 2010-06-17 | Toyota Motor Corp | Abnormality diagnosis device of exhaust gas recirculating device |
| EP2362082A1 (en) * | 2008-12-03 | 2011-08-31 | Toyota Jidosha Kabushiki Kaisha | Engine system control device |
| EP2362082A4 (en) * | 2008-12-03 | 2014-03-12 | Toyota Motor Co Ltd | Engine system control device |
| US8818693B2 (en) | 2008-12-03 | 2014-08-26 | Toyota Jidosha Kabushiki Kaisha | Engine system control device |
| JP2014070530A (en) * | 2012-09-28 | 2014-04-21 | Daihatsu Motor Co Ltd | Internal combustion engine |
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