WO2012077230A1 - Dispositif de détermination de dysfonctionnement destiné à un moteur à combustion interne - Google Patents

Dispositif de détermination de dysfonctionnement destiné à un moteur à combustion interne Download PDF

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Publication number
WO2012077230A1
WO2012077230A1 PCT/JP2010/072244 JP2010072244W WO2012077230A1 WO 2012077230 A1 WO2012077230 A1 WO 2012077230A1 JP 2010072244 W JP2010072244 W JP 2010072244W WO 2012077230 A1 WO2012077230 A1 WO 2012077230A1
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WO
WIPO (PCT)
Prior art keywords
lift
valve
intake
internal combustion
combustion engine
Prior art date
Application number
PCT/JP2010/072244
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English (en)
Japanese (ja)
Inventor
貴志 錦織
中川　徳久
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/072244 priority Critical patent/WO2012077230A1/fr
Publication of WO2012077230A1 publication Critical patent/WO2012077230A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • 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
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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

Definitions

  • the present invention relates to an abnormality determination device for an internal combustion engine, and more particularly to an abnormality determination device for an internal combustion engine that determines the presence or absence of an abnormality in a variable valve mechanism of an exhaust valve.
  • the present invention has been made to solve the above-described problems, and an object thereof is to provide an abnormality determination device for an internal combustion engine that can determine an operation abnormality of a variable valve lift mechanism with a simple configuration. .
  • a first invention is an abnormality determination device for an internal combustion engine,
  • a variable valve lift mechanism capable of variably setting the lift characteristic of the exhaust valve of the internal combustion engine;
  • Intake pipe pressure acquisition means for acquiring the intake pipe pressure of the internal combustion engine;
  • the variable valve lift mechanism is driven to advance the closing timing of the exhaust valve in the BTDC direction, the variable valve lift is based on the change in the intake pipe pressure when the intake valve is opened immediately after the operation.
  • An abnormality determining means for determining an abnormal operation of the mechanism It is characterized by having.
  • the variable valve lift mechanism is A first lift cam; A second lift cam at which the closing timing of the exhaust valve is advanced in the BTDC direction relative to the first lift cam; A switching mechanism for switching a lift cam for operating the exhaust valve between the first lift cam and the second lift cam; The abnormality determining means determines an abnormality related to a switching operation from the first lift cam to the second lift cam by the switching mechanism.
  • the opening timing of the intake valve is in the vicinity of the intake TDC
  • the closing timing of the exhaust valve by the second lift cam is a timing advanced from the intake TDC in the BTDC direction.
  • 4th invention is 2nd or 3rd invention, A lift amount of the exhaust valve by the second lift cam is smaller than that of the first lift cam.
  • An intake valve phase variable mechanism capable of variably setting the phase of the intake valve;
  • Valve control means for driving the intake valve phase variable mechanism to vary the opening timing of the intake valve to the vicinity of the intake TDC when the abnormality determining means determines an abnormal operation of the variable valve lift mechanism; Is further provided.
  • a sixth invention is any one of the first to fifth inventions, An exhaust valve phase variable mechanism capable of variably setting the phase of the exhaust valve; A second valve control means for driving the exhaust valve phase variable mechanism to advance the closing timing of the exhaust valve in the BTDC direction when the abnormality determination means determines an operation abnormality of the variable valve lift mechanism; Is further provided.
  • a seventh invention is the invention according to any one of the first to sixth inventions,
  • the abnormality determining means is characterized by determining an operation abnormality of the variable valve lift mechanism during fuel cut of the internal combustion engine.
  • an abnormal operation of the variable valve lift mechanism provided in the exhaust valve is determined based on a change in the intake pipe pressure when the intake valve is opened (IVO).
  • the variable valve lift mechanism is driven to advance the exhaust valve closing timing (EVC) in the BTDC direction, the exhaust blowback to the intake system at IVO increases. The influence of the blowback is superimposed on the intake pipe pressure at the IVO.
  • the operation abnormality of the variable valve lift mechanism can be determined with high accuracy.
  • the EVC when the switching operation from the first lift cam to the second lift cam by the switching mechanism is normally performed, the EVC is advanced in the BTDC direction, so that the intake system at the IVO is moved to the intake system. Exhaust blowback increases. Therefore, according to the present invention, an abnormality related to the switching operation of the variable valve lift mechanism can be determined with high accuracy based on the intake pipe pressure at the IVO immediately after the switching operation of the lift cam.
  • the exhaust blow-back to the intake system can be increased in the IVO immediately after the switching operation by the variable valve lift mechanism, so that the accuracy of the abnormality determination can be effectively increased.
  • the lift amount of the exhaust valve by the second lift cam is configured to be smaller than that of the first lift cam. Therefore, according to the present invention, when the variable valve lift mechanism is driven to switch from the first lift cam to the second lift cam, the exhaust gas blowback to the intake system at the IVO immediately thereafter can be increased. Therefore, the accuracy of abnormality determination can be increased effectively.
  • the intake valve phase variable mechanism when determining whether or not the variable valve lift mechanism is operating abnormally, the intake valve phase variable mechanism is driven to vary the IVO in the vicinity of the intake TDC. For this reason, according to the present invention, it is possible to effectively suppress a situation in which an overlap with the exhaust valve occurs during abnormality determination.
  • the exhaust valve phase variable mechanism when determining whether or not there is an abnormal operation of the variable valve lift mechanism, the exhaust valve phase variable mechanism is driven to advance the EVC in the BTDC direction. For this reason, according to the present invention, it is possible to effectively suppress the occurrence of an overlap with the intake valve at the time of abnormality determination, and to effectively suppress the decrease in torque and the generation of abnormal noise from the intake manifold. it can.
  • the seventh aspect during the fuel cut of the internal combustion engine, it is determined whether there is an abnormal operation of the variable valve lift mechanism. Therefore, according to the present invention, it is possible to determine whether or not there is an abnormal operation of the variable valve lift mechanism without affecting the torque request of the driver.
  • FIG. 4 is a cross-sectional view of a first rocker arm 46 and second rocker arms 48R and 48L provided in the variable valve lift mechanism 32.
  • FIG. 4 is a side view of the first rocker arm 46.
  • FIG. It is a side view of the 2nd rocker arm 48R.
  • 4 is a cross-sectional view of a first rocker arm 46 and second rocker arms 48R and 48L provided in the variable valve lift mechanism 32.
  • FIG. FIG. 5 is a PV diagram showing a change in in-cylinder pressure P with respect to a stroke volume V in the cylinder.
  • FIG. It is a figure which compares the lift profile of the 1st lift cam 56 and the 2nd lift cam 64.
  • FIG. It is a figure which shows the change of the intake pipe pressure at the time of implementing switching operation by a variable valve lift mechanism. It is a figure for demonstrating the system configuration
  • FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention.
  • the system shown in FIG. 1 includes an internal combustion engine 10.
  • a piston 12 is provided in each cylinder of the internal combustion engine 10.
  • a combustion chamber 14 is formed on the top side of the piston 12 in each cylinder.
  • An intake passage 16 and an exhaust passage 18 communicate with the combustion chamber 14.
  • an air flow meter 20 that outputs a signal corresponding to the flow rate of air sucked into the intake passage 16 is provided.
  • a throttle valve 22 is provided downstream of the air flow meter 20.
  • Each cylinder of the internal combustion engine 10 is provided with a fuel injection valve 24 for injecting fuel into the intake port and an ignition plug 26 for igniting the air-fuel mixture in the combustion chamber 14.
  • Each cylinder of the internal combustion engine 10 is provided with two intake valves 28 and two exhaust valves 30.
  • the internal combustion engine 10 also includes a variable valve lift mechanism 32 that variably controls the lift characteristics of the exhaust valve 30.
  • the configuration and function of the variable valve lift mechanism 32 will be described later in detail.
  • crank angle sensor 38 for detecting the rotation angle (crank angle) of the crankshaft 36 and the engine speed is disposed in the vicinity of the crankshaft 36 of the internal combustion engine 10. Further, a surge tank 42 provided in the middle of the intake passage 16 is provided with a pressure sensor 44 for detecting the intake pipe pressure.
  • the system of the present embodiment includes an ECU (Electronic Control Unit) 40.
  • ECU Electronic Control Unit
  • Various sensors for controlling the internal combustion engine 10 such as the crank angle sensor 38 and the pressure sensor 44 described above are electrically connected to the ECU 40.
  • the ECU 40 is electrically connected to various actuators such as the fuel injection valve 24 described above.
  • the ECU 40 controls the operating state of the internal combustion engine 10 based on those sensor outputs.
  • FIG. 2 is a cross-sectional view of the first rocker arm 46 and the second rocker arms 48R and 48L provided in the variable valve lift mechanism 32.
  • the variable valve lift mechanism 32 includes a first rocker arm 46 and a pair of second rocker arms 48R and 48L disposed on both sides thereof.
  • These rocker arms 46, 48 ⁇ / b> R, 48 ⁇ / b> L can swing around a common rocker shaft 50.
  • the rocker shaft 50 is supported by the cylinder head of the internal combustion engine 10 via a pair of hydraulic lash adjusters 52.
  • FIG. 3 is a side view of the first rocker arm 46.
  • the variable valve lift mechanism 32 has a camshaft 54.
  • the camshaft 54 is connected to the crankshaft 36 via a timing chain or the like, and rotates at a half speed of the crankshaft 36.
  • the cam shaft 54 includes a first lift cam 56 for opening and closing one exhaust valve 30 (front).
  • the first rocker arm 46 is provided with a first roller 58.
  • the first rocker arm 46 is biased counterclockwise in FIG. 3 by a torsion coil spring 60.
  • the first roller 58 is pressed against the first lift cam 56 by this urging force. With such a configuration, the first rocker arm 46 swings as the first lift cam 56 rotates.
  • FIG. 4 is a side view of the second rocker arm 48R.
  • the movable end of the second rocker arm 48R is in contact with the end of the valve stem of one exhaust valve 30 (front).
  • the exhaust valve 30 (front) is biased in the valve closing direction by a valve spring 62.
  • the cam shaft 54 includes a second lift cam 64 at a position corresponding to the second rocker arm 48R.
  • the second lift cam 64 is a cam that opens and closes the exhaust valve 30 (front) via the second rocker arm 48R.
  • the profile of the second lift cam 64 is such that the closing timing of the exhaust valve 30 (rear) advances from the intake TDC toward BTDC as compared with the closing timing and lift amount of the exhaust valve 30 (front) driven by the first lift cam 56.
  • a second roller 66R is provided on the second rocker arm 48R.
  • the outer diameter of the roller 66 ⁇ / b> R is equal to the outer diameter of the first roller 58 provided on the first rocker arm 46.
  • the distance between the center of the rocker shaft 50 and the center of the second roller 66 ⁇ / b> R is equal to the distance between the center of the rocker shaft 50 and the center of the first roller 58.
  • FIG. 5 is a side view of the second rocker arm 48L.
  • the movable end of the second rocker arm 48L is in contact with the end of the valve stem of one exhaust valve 30 (rear).
  • the exhaust valve 30 (rear) is urged in the valve closing direction by a valve spring 62.
  • the cam shaft 54 includes a third lift cam 68 at a position corresponding to the second rocker arm 48L.
  • the third lift cam 68 is a cam that opens and closes the exhaust valve 30 (rear) via the second rocker arm 48L.
  • the profile of the third lift cam 68 is set similarly to that of the first lift cam 56.
  • the configuration of the second roller 66L is the same as the configuration of the second roller 66R.
  • the variable valve lift mechanism 32 includes a switching mechanism 70 that switches between a state where the first rocker arm 46 and the second rocker arm 48R are connected and a state where they are separated.
  • the switching mechanism 70 is configured such that the switching force causes the acting force of the first lift cam 56 to be transmitted to the second rocker arm 48R via the first rocker arm 46 and the acting force to the second rocker arm 48R.
  • the operation state of the exhaust valve 30 (front) can be switched between the valve operation state by the first lift cam 56 and the valve operation state by the second lift cam 64 by switching the state where it is not transmitted.
  • the first rocker arm 46 has a first support shaft 72 installed concentrically with the first roller 58, and the second rocker arms 48 ⁇ / b> R and 48 ⁇ / b> L have second rollers 66 ⁇ / b> R, The second support shafts 74R and 74L are provided concentrically with 66L.
  • the driving unit 80 is configured to be able to displace the displacement member 82 in the left-right direction in FIG. 2 in accordance with a command from the ECU 40.
  • first support shaft 72 of the first rocker arm 46 One end of the first support shaft 72 of the first rocker arm 46 is closed, and a return spring 84 is installed therein.
  • the return spring 84 presses the first pin 76 rightward in FIG.
  • the first pin 76 and the second pin 78 are urged to the right in FIG.
  • FIG. 6 is a cross-sectional view of the first rocker arm 46 and the second rocker arms 48R and 48L provided in the variable valve lift mechanism 32. In this state, the first pin 76 and the second pin 78 are in contact with each other in the gap between the first rocker arm 46 and the second rocker arm 48R.
  • the exhaust valve 30 (rear) is always opened and closed using the third lift cam 68, and the first rocker arm 46 and the second rocker arm 48R By switching between the connected state and the separated state, the operating state of the exhaust valve 30 (front) can be switched between the valve operating state by the first lift cam 56 and the valve operating state by the second lift cam 64.
  • the system according to the first embodiment is characterized by an operation for determining an abnormal operation of the variable valve lift mechanism 32. That is, when an operation abnormality occurs in the variable valve lift mechanism 32 and a situation in which the lift cam used for valve operation cannot be switched occurs, there is a concern that fuel consumption and emission may be deteriorated. For this reason, it is desirable that an abnormal operation occurring in the variable valve lift mechanism 32 is detected early and with high accuracy.
  • it is not realistic to provide a lift sensor for each valve because it is structurally limited and it is necessary to determine the failure of these sensors.
  • FIG. 7 is a PV diagram showing the change of the in-cylinder pressure P with respect to the in-cylinder stroke volume V.
  • the in-cylinder pressure at the intake TDC when the negative valve overlap is set ((a) in the figure) is the same as when the positive valve overlap is set ((b in the figure) ) And (c)).
  • the negative overlap amount is increased as the closing timing (EVC) of the exhaust valve 30 is advanced from the intake TDC toward BTDC.
  • EVC closing timing
  • the exhaust in the IVO immediately after the switch operation command to the variable valve lift mechanism 32 is taken into account.
  • the presence or absence of abnormal operation of the variable valve lift mechanism 32 is determined based on the gas blowback.
  • FIG. 8 is a diagram comparing the lift profiles of the first lift cam 56 and the second lift cam 64.
  • the lift profile of the first lift cam 56 of the variable valve lift mechanism 32 of the present embodiment is defined so that EVC is substantially the intake TDC.
  • the lift profile of the second lift cam 64 is set so that the EVC is advanced in the BTDC direction than that of the first lift cam 56 and the lift amount is low.
  • the EVC of the exhaust valve 30 (front) is inhaled.
  • the angle is advanced from TDC to BTDC.
  • the negative valve overlap increases, and the amount of exhaust gas blown back into the intake system immediately after the IVO increases.
  • the valve lift amount of the exhaust valve 30 (front) is reduced.
  • the in-cylinder pressure at the EVC increases, and the amount of exhaust gas blown back into the intake system in the IVO immediately after that increases.
  • FIG. 9 is a diagram illustrating a change in the intake pipe pressure when the switching operation by the variable valve lift mechanism is performed.
  • the intake pipe pressure absolute pressure
  • the abnormal operation of the variable valve lift mechanism 32 can be accurately detected by detecting the intake pipe pressure at this time (absolute pressure, pulsation between cycles, variation thereof) using the pressure sensor 44. It becomes possible.
  • the blowback of the exhaust gas in IVO is detected using the pressure sensor 44 arrange
  • the method for detecting the exhaust gas blowback at the IVO is not limited to this.
  • the in-cylinder pressure detection value at the IVO may be used. This can also be applied to the system of the second embodiment described later.
  • variable valve lift mechanism 32 capable of selecting the lift cam of one of the two exhaust valves 30 (front) from two is used.
  • the configuration of the applicable variable valve lift mechanism is not limited to this. That is, if the EVC of at least one exhaust valve can be changed from the vicinity of the intake TDC toward the BTDC toward the advance side, for example, a variable valve in which both lift cams of the two exhaust valves can be selected from a plurality of types.
  • a lift mechanism may be used.
  • an exhaust valve is provided for transmitting the rotational motion of the camshaft to the exhaust valve as a lift motion, and the exhaust valve is changed by changing the swing position of the swing member.
  • a working angle variable mechanism capable of expanding or reducing the working angle while keeping the valve opening timing substantially constant may be used. This can also be applied to the system of the second embodiment described later.
  • the pressure sensor 44 corresponds to the “intake pipe pressure acquisition means” in the first invention.
  • FIG. 10 is a diagram for explaining a system configuration according to the second embodiment of the present invention.
  • the system of the second embodiment is configured in the same manner as the system of the first embodiment shown in FIG. 1 described above except that the configuration of the variable valve device that drives the intake and exhaust valves 28 and 30 is different. Yes.
  • the system of the second embodiment includes a variable valve timing mechanism (VVT) 33 as a variable valve operating device for the intake valve 28.
  • VVT variable valve timing mechanism
  • the system according to the second embodiment includes a VVT 34 as a variable valve operating device for the exhaust valve 30.
  • the VVTs 33 and 34 are configured such that the camshaft phase angle with respect to the crankshaft 36 can be advanced or retarded by hydraulic pressure. Since the configuration and functions of the VVTs 33 and 34 are known techniques, detailed description thereof is omitted.
  • FIG. 11 is a diagram illustrating an example of control for varying the valve timing phase of the intake valve. In the example shown in this figure, the valve timing phase is varied so that the IVO of the intake valve 28 is close to the intake TDC.
  • the valve timing according to the engine request is controlled normally, and when the abnormality of the variable valve lift mechanism 32 is determined, the IVO is varied in the vicinity of the intake TDC and the exhaust valve 30 is connected. It is possible to eliminate valve overlap.
  • FIG. 12 is a diagram illustrating an example of control for varying the valve timing phase of the exhaust valve.
  • the valve timing phase is varied so that the EVC of the exhaust valve 30 becomes closer to the BTDC side.
  • the negative valve overlap with the intake valve 28 is further expanded when the abnormality is determined in the variable valve lift mechanism 32 while controlling the valve timing according to the engine demand in normal times. Therefore, it is possible to suppress the torque reduction and the generation of abnormal noise from the intake manifold.
  • Embodiment 2 Although there is no mention about the operation state at the time of determining the presence or absence of abnormality of the variable valve lift mechanism 32, it is preferable to execute during the fuel cut. As a result, it is possible to determine whether or not the variable valve lift mechanism 32 is abnormal without affecting the torque request of the driver. If the VVTs 33 and 34 are varied at the time of abnormality determination of the variable valve lift mechanism 32, it is desirable to return to the original VVT position after returning from the fuel cut after completion of the abnormality determination. Thereby, the deterioration of the emission when returning from the fuel cut can be effectively suppressed.
  • the pressure sensor 44 corresponds to the “intake pipe pressure acquisition means” in the first invention.
  • the VVT 33 corresponds to the “intake valve phase variable mechanism” in the fifth invention
  • the VVT 34 corresponds to the “exhaust valve phase variable mechanism” in the sixth invention.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un dispositif de détermination de dysfonctionnement destiné à un moteur à combustion interne, lequel permet de déterminer le dysfonctionnement d'un mécanisme de levée variable de soupape par une configuration simple. Le dispositif de détermination de dysfonctionnement selon l'invention est pourvu d'un mécanisme de levée variable de soupape (32) qui comprend une première came de levée (56) et une seconde came de levée (64) par laquelle la synchronisation de fermeture de la soupape d'échappement (EVC) est plus avancée vers un angle avant le point mort haut que par la première came de levée (56), et peut définir de façon variable les caractéristiques de levée d'une soupape d'échappement (30) en commutant entre les cames de levée, et d'un capteur de pression (44) qui effectue l'acquisition de la pression du tuyau d'admission, et lorsque la commutation de la première came de levée (56) à la seconde came de levée (64) est effectuée en entraînant le mécanisme de levée variable de soupape (32), détermine le dysfonctionnement du mécanisme de levée variable de soupape (32) sur la base du changement de pression du tuyau d'admission lorsqu'une soupape d'admission (28) est ouverte (IVO) immédiatement après l'opération de commutation. Mieux encore, le dysfonctionnement du mécanisme de levée variable de soupape (32) est déterminé durant une coupure de carburant.
PCT/JP2010/072244 2010-12-10 2010-12-10 Dispositif de détermination de dysfonctionnement destiné à un moteur à combustion interne WO2012077230A1 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108223156A (zh) * 2016-12-09 2018-06-29 现代自动车株式会社 用于诊断发动机系统的方法和设备
WO2021018875A1 (fr) * 2019-08-01 2021-02-04 Vitesco Technologies GmbH Procédé et dispositif pour vérifier l'état de clapets de refoulement d'un moteur dans un véhicule à moteur

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Publication number Priority date Publication date Assignee Title
JPH05106472A (ja) * 1991-10-14 1993-04-27 Toyota Motor Corp 可変バルブタイミング装置の異常検出装置
JP2005248825A (ja) * 2004-03-04 2005-09-15 Denso Corp 内燃機関の異常診断装置
JP2006207434A (ja) * 2005-01-26 2006-08-10 Toyota Motor Corp 可変動弁機構の故障診断装置
JP2009047005A (ja) * 2007-08-13 2009-03-05 Toyota Motor Corp 過給機付き内燃機関の制御装置
JP2009121263A (ja) * 2007-11-13 2009-06-04 Toyota Motor Corp 内燃機関の制御装置
JP2009216035A (ja) * 2008-03-12 2009-09-24 Toyota Motor Corp 内燃機関の制御装置
JP2010185300A (ja) * 2009-02-10 2010-08-26 Toyota Motor Corp 内燃機関の制御装置

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CN108223156A (zh) * 2016-12-09 2018-06-29 现代自动车株式会社 用于诊断发动机系统的方法和设备
WO2021018875A1 (fr) * 2019-08-01 2021-02-04 Vitesco Technologies GmbH Procédé et dispositif pour vérifier l'état de clapets de refoulement d'un moteur dans un véhicule à moteur
CN114174655A (zh) * 2019-08-01 2022-03-11 纬湃科技有限责任公司 用于检验机动车的发动机的排气阀的状态的方法和设备
US20220275766A1 (en) * 2019-08-01 2022-09-01 Vitesco Technologies GmbH Method and Device for Checking the State of the Outlet Valves of an Engine of a Motor Vehicle
US11761397B2 (en) 2019-08-01 2023-09-19 Vitesco Technologies GmbH Method and device for checking the state of the outlet valves of an engine of a motor vehicle

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