TH97152A - Impact judgment device and impact judgment method for internal combustion engines. - Google Patents

Abstract

The DC60 engine ECU unit manages a program that contains the procedure of detecting dimensions. Of engine vibration (S102), engine vibration waveform detection by size (S104), computation of the relative coefficient K in case engine speed NE is less than the initial value NE (1) by Take a sums to reserve values where each value is determined by separating the positive reference values from the magnitude. On the shock waveform model is the area S of the shock waveform model and the correlation coefficient K is calculated in the case where the engine speed NE is not less than the initial NE (1) by using the area S of the model model. Total shock wave (S114) and determination of whether the shock was By using the K coefficient (S120, S124), the correlation coefficient K is calculated by dividing by the ground S per the sum of the differences that are each difference between sizes. On the vibration waveform and its magnitude on the shock waveform model, the engine ECU unit manages the program consisting of a procedure for detecting the dimensions. Of engine vibration (S102), engine vibration waveform detection by size (S104), computation of the relative coefficient K in case engine speed NE is less than the initial value NE (1) by Take the sum of the values for which each is determined by separating the positive reference values from the magnitude. On the shock waveform model is the area S of the shock waveform model and the correlation coefficient K is calculated in the case where the engine speed NE is not less than the initial NE (1) by using the area S of the model model. Total shock wave (S114) and determination of whether the shock was By using the K coefficient (S120, S124), the correlation coefficient K is calculated by dividing by the ground S per the sum of the differences that are each difference between sizes. On vibration waveforms and sizes on shock waveform models

Claims (27)

1. The internal combustion engine vibration judgment device consists of a crank angle detector (306) which detects the crank angle of the internal combustion engine (100), a shock detector (300) which detects the magnitude of the internal combustion engine vibration (100), which is related to the crank angle, and a working unit (200), where the working unit (200) detects the vibration waveform in the first period of the crank angle according to the magnitude of the internal combustion engine vibration (100). The working unit (200) calculates the first value based on the difference between the magnitude on the detected waveform and the magnitude of a predefined model waveform used as a reference waveform of the internal combustion engine vibration (100). In the second period of the crank angle, the working unit (200) calculates the second value as the second value decreases with increasing number of resonances. The output shaft rotation of the internal combustion engine (100) is less. The working unit (200) calculates a third value based on the first and second values, and the working unit (200) determines whether knocking has occurred in the internal combustion engine (100) based on the third value. 2. The impact determination device for the internal combustion engine under claim 1 is of the type in which the said working unit (200) sets the second such period in which the second such period is reduced as the number of output shaft rotations of the said internal combustion engine (100) decreases. 3. The shock judgment device for the internal combustion engine under claim 1 is such that the functional unit (200) calculates the first value by summing the individual differences between the magnitudes on the detected waveform and the magnitudes on the second waveform model; if the number of turns of the output shaft of the internal combustion engine (100) is the first turn, the functional unit (200) calculates the second value by summing the individual values determined by extracting the positive reference value from the magnitudes on the second waveform model; and if the number of turns of the output shaft of the internal combustion engine (100) is the second turn greater than the first turn, the functional unit (200) calculates the second value by summing the magnitudes on the second waveform model; the functional unit (200) calculates the third value by dividing the first value by the second value; and if the third value is less than a given value, the functional unit (200) determines that a shock has occurred in the internal combustion engine (100). 4. The impact judgment device for internal combustion engines under claim 3 is such that the said functional unit (200) detects the minimum value of magnitude on the detected waveform, and the said functional unit (200) sets a reference value of the minimum value of magnitude on the detected waveform. 5. The impact determination device for internal combustion engines under claim 3 is such that the function unit (200) detects magnitude minimums in a group of ignition cycles, where each magnitude minimum is on the detected waveform, and the function unit (200) sets a reference value determined by combining the standard deviation of the magnitude minimums and the coefficient of the magnitudes. 6. The impact determination device for internal combustion engines under claim 5 is of the type in which the working unit (200) shall limit the reference value to not exceed the specified value. 7. The impact judgment device for internal combustion engines under claim 3 is such that such unit (200) limits the average of the minimum magnitude values on such detected waveforms and the magnitude at the crank angle adjacent to the crank angle where such minimum magnitude values are on such detected waveforms, and such unit (200) sets such reference values as such average values. 8. The impact determination device for internal combustion engines under claim 3 is such that the working unit (200) calculates sequential averages in a group of ignition cycles, which are each average of the minimum magnitude values on the detected waveform and the magnitude at the crank angle adjacent to the crank angle where that minimum magnitude is on the detected waveform, and the working unit (200) sets the reference value as determined by the sum of the standard deviations of the averages and the coefficients of the mean of the averages. 9. The impact determination device for internal combustion engines under claim 3 is of the type in which the reference shall be a constant value. 10. The method for judging the impact of an internal combustion engine consists of the following steps: detecting the crankshaft angle of the internal combustion engine (100), detecting the magnitude of the internal combustion engine's vibration (100), which is related to the crankshaft angle, detecting the waveform of the vibration in the first part of the crankshaft angle based on the magnitude of the internal combustion engine's vibration (100), calculating the first value based on the difference between the magnitude on the detected waveform and the magnitude on a predefined model waveform that serves as a reference waveform for the internal combustion engine's vibration (100) in the second part of the crankshaft angle, calculating the second value as it decreases with the number of output shaft revolutions of the internal combustion engine (100), calculating the third value based on the first and second values, and judging whether the impact has occurred in the internal combustion engine (100) based on the third value. 11. The method for determining the impact for internal combustion engines under claim 10 is followed by a second setting procedure such that the second setting is reduced as the number of output shaft turns of the internal combustion engine (100) decreases. 12. The method for determining the impact for the internal combustion engine under claim 10 is such that the first calculation procedure consists of summing the individual differences between the magnitudes on the detected waveform and the magnitudes on the second waveform model in the case where the number of turns of the output shaft of the internal combustion engine (100) is the first turn, and summing the magnitudes on the second waveform model in the case where the number of turns of the output shaft of the internal combustion engine (100) is a second turn greater than the first turn; the third calculation procedure consists of summing the first by the second; and the method for determining whether the impact has occurred consists of determining whether the impact has occurred in the internal combustion engine (100) in the case where the third is less than a specified value. 13. The method for determining the impact for internal combustion engines under claim 12 consists of the following steps: detection of the minimum magnitude on the detected waveform, and setting the reference value as the minimum magnitude on the detected waveform. 14. The method for determining the impact for internal combustion engines under claim 12 consists of a procedure for detecting various minimum values of magnitude in a group of ignition cycles, where these minimum values are each minimum of magnitude on the detected waveform, and the reference setting is determined by combining the results of the standard deviation of these minimum values and the coefficient of mediation of these minimum values. 15. The method for determining impact for internal combustion engines under claim 12 is subsequently provided for, in part, a procedure for limiting such reference value so that it does not exceed a specified value. 16. The method for determining the knock for internal combustion engines under claim 12 consists of the following steps: calculating the average of the minimum magnitude values on the detected waveform and the magnitude at the crank angle adjacent to the crank angle where such minimum magnitude values are on the detected waveform, and setting such reference as such average. 17. The method for determining knocking for internal combustion engines under claim 12 consists of a sequence of calculating various averages in a group of ignition cycles, where these averages are the averages of the minimum magnitude values on the detected waveform and the magnitude at the crankshaft angle adjacent to the crankshaft angle where that minimum magnitude value is on the detected waveform, and the reference setting is determined by combining the results of the standard deviation of these averages and the coefficient of the mean of these averages. 18. The method for determining the impact for internal combustion engines under claim 12 is such that the reference value is a constant. 19. The shock judgment device for an internal combustion engine consists of: Section (306) for detecting the crankshaft angle of the internal combustion engine (100); Section (300) for detecting the magnitude of the vibration of the internal combustion engine (100), which is related to the crankshaft angle; Section (200) for detecting the waveform of the vibration in the first part of the crankshaft angle, according to the magnitude of the internal combustion engine (100); Calculation One Section (200) for calculating the first value based on the difference between the magnitude on the detected waveform and the magnitude on a predefined waveform model as a reference waveform of the internal combustion engine (100) vibration in the second part of the crankshaft angle; Calculation Two Section (200) for calculating the second value, where the second value decreases as the number of output shaft revolutions of the internal combustion engine (100) decreases; Calculation Three Section (200) for calculating the third value based on the first and second values; and Decision Section (200) for determining whether a shock has occurred in the internal combustion engine. Internal combustion as stated (100) according to the third value. 20. The impact determination device for the internal combustion engine under claim 19 is subsequently incorporated with section (200) for setting the second such second such second such second such second such second such second such second such second such second such second such internal combustion engine is reduced as the number of turns of the output shaft of such internal combustion engine (100) decreases. 21. The shock judgment device for the internal combustion engine under claim 19 is of the type in which the first calculation part (200) contains a part for calculating the first value by summing the individual differences between the magnitudes on the detected waveform and the magnitudes on the waveform model in the second period; the second calculation part (200) contains a part for calculating the second value by summing the individual values determined by separating the positive reference value from the magnitudes on the waveform model in the second period in the case where the number of turns of the output shaft of the internal combustion engine (100) is the first number of turns, and the second calculation part is calculated by summing the magnitudes on the waveform model in the second period in the case where the number of turns of the output shaft of the internal combustion engine (100) is a second number of turns greater than the first number of turns; the third calculation part (200) contains a part for calculating the third value by dividing the first value by the second value; and the judgment part (200) contains a part for judging whether a shock has occurred in the internal combustion engine (100) in the case where the third value is less than a specified value. 22. The impact judgment device for internal combustion engines under claim 21 is subsequently comprised of Section (200) for the detection of the minimum magnitude on such detected waveform, and Section (200) for setting such reference as the minimum magnitude on such detected waveform. 23. The impact determination device for internal combustion engines under claim 21 is further comprised of Section (200) for the detection of the minimum values of magnitude in the group of ignition cycles, whereby each of these minimum values is the magnitude of the detected waveform, and Section (200) for the setting of the reference value, which is determined by combining the results of the standard deviation of such minimum values and the coefficient of the average of such minimum values. 24. The impact determination device for internal combustion engines under claim 23 is subsequently included in section (200) for limiting such reference value not to exceed the specified value. 25. The impact determination device for internal combustion engines under claim 21 is subsequently comprised of Section (200) for calculating the average of the magnitude minimums on such detected waveforms and the magnitudes at the crank angle adjacent to the crank angle where such magnitude minimums are on such detected waveforms, and Section (200) for setting such reference values as such average values. 26. The impact determination device for internal combustion engines under claim 21 is comprised of Section (200) for the calculation of the various averages in sequence in the group of ignition cycles, in which such averages are the averages of the minimum magnitudes on the detected waveform and the magnitudes at the crank angle adjacent to the crank angle where such minimum magnitudes are on the detected waveform, and Section (200) for the setting of such reference values, which are determined by combining the results of the standard deviation of such averages and the coefficient of the mean of such averages. 27. The impact determination device for internal combustion engines under claim 21 is of the type in which the reference shall be a constant value.