WO2013065400A1 - ノックセンサの故障診断装置及び故障診断方法 - Google Patents
ノックセンサの故障診断装置及び故障診断方法 Download PDFInfo
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- WO2013065400A1 WO2013065400A1 PCT/JP2012/072863 JP2012072863W WO2013065400A1 WO 2013065400 A1 WO2013065400 A1 WO 2013065400A1 JP 2012072863 W JP2012072863 W JP 2012072863W WO 2013065400 A1 WO2013065400 A1 WO 2013065400A1
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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
- 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
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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
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
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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
- 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
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/228—Warning displays
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
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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
- 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
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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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
- 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
- F02D41/08—Introducing corrections for particular operating conditions for idling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
Definitions
- the present invention relates to a failure diagnosis of a knock sensor that detects vibration of an internal combustion engine.
- the device described in Patent Document 1 detects vibration caused by the intake / exhaust valve seating with a knock sensor, and the magnitude of a specific frequency component of the detected signal is less than a predetermined value. At some point, it is diagnosed that the knock sensor has failed because vibration due to seating is not detected.
- the present invention when the magnitude of the knocking vibration frequency component extracted from the output signal of the knock sensor exceeds the first threshold value, it is determined that knocking has occurred, while the predetermined amount at which knocking cannot occur is determined.
- the diagnosis condition is satisfied, the diagnosis condition is satisfied, and the magnitude of the knocking vibration frequency component extracted from the output signal of the knock sensor exceeds the second threshold value.
- the knock sensor is diagnosed as malfunctioning.
- the present invention when the magnitude of the knocking vibration frequency component extracted from the output signal of the knock sensor exceeds the second threshold value under predetermined diagnostic conditions where knocking cannot occur, Since the sensor has diagnosed the failure, it is possible to detect an abnormality / failure in which the output of the knock sensor becomes excessively large. Further, in the failure diagnosis processing using the second threshold value, it is possible to divert almost the same control processing as the normal knocking detection processing using the first threshold value, and the failure can be detected by a very simple control logic. Diagnosis can be performed.
- the timing chart which shows the change of each characteristic value at the time of applying the failure diagnosis control of the said 1st Example.
- the block diagram of the hybrid vehicle which concerns on 4th Example of this invention.
- FIG. 1 is a configuration diagram showing a system configuration of a port injection type spark ignition type gasoline engine to which the present invention is applied.
- the internal combustion engine 10 includes a cylinder block 11 provided with a plurality of cylinders (bore) 11 ⁇ / b> A, and a cylinder head 12 fixed to the upper side of the cylinder block 11.
- a cylinder 11A of one cylinder is illustrated, and actually, a plurality of cylinders 11A are arranged in parallel in the cylinder row direction.
- a piston 15 is slidably disposed in each cylinder 11A, and a combustion chamber 13 is formed above each piston 15 between the lower surface of the pent roof type cylinder head 12.
- An intake port 17 is connected to each combustion chamber 13 via an intake valve 16, and an exhaust port 19 is connected via an exhaust valve 18. Further, ignition is performed to spark-ignite an air-fuel mixture at the center of the top of the combustion chamber 13.
- a plug 20 is provided.
- the intake passage 21 connected to the intake port 17 of each cylinder is provided with an electronically controlled throttle valve 23 for adjusting the intake air amount (intake air amount) upstream of the intake collector 22, and the intake port of each cylinder.
- a fuel injection valve 24 for injecting fuel toward 17 is provided.
- the configuration is not limited to such a port injection type, but may be a direct injection type configuration in which fuel is directly injected into the combustion chamber.
- an air flow meter 25 for detecting the amount of intake air and an air filter 26 for collecting foreign matter in the intake air are provided on the upstream side of the throttle valve 23, an air flow meter 25 for detecting the amount of intake air and an air filter 26 for collecting foreign matter in the intake air are provided.
- a catalyst 31 such as a three-way catalyst is interposed in the exhaust passage 30 to which the exhaust port 19 of each cylinder is connected / collected, and an oxygen concentration sensor or the like that detects the air-fuel ratio of the exhaust is provided upstream of the catalyst 31.
- the air-fuel ratio sensor 32 is provided. Based on the detection signal of the air-fuel ratio sensor 32, air-fuel ratio feedback control is performed to increase or decrease the fuel injection amount so as to maintain the air-fuel ratio of the exhaust gas at the target air-fuel ratio (theoretical air-fuel ratio).
- the piston 15 of each cylinder is connected to a crankshaft 34 via a connecting rod 33, and a crank angle sensor 35 for detecting the crank angle of the crankshaft 34 is provided in the cylinder block 11. Further, a knock sensor 36 for detecting vibration of the internal combustion engine is attached to the cylinder block 11.
- a water temperature sensor 37 for detecting the cooling water temperature in the water jacket 38, and an accelerator opening APO of the accelerator pedal operated by the driver are detected.
- an accelerator opening sensor 39 and an ignition switch 40 for starting and stopping the internal combustion engine are provided.
- An ECU (engine control unit) 41 as a control means includes a microcomputer having a function of storing and executing various control processes. Based on input signals from the various sensors and switches described above, a throttle valve 23, a control signal is output to the spark plug 20, the fuel injection valve 24, etc., and the operation is controlled.
- the ECU 41 performs knocking when the signal strength (magnitude) of the knocking vibration frequency component (for example, 5 to 12 kHz) extracted from the output signal of the knock sensor 36 exceeds the first threshold value SL1 set in advance. It is determined that it has occurred. More specifically, in order to accurately distinguish and detect stationary vibration and knocking of the internal combustion engine, the stationary component is calculated from the past value of the knocking vibration frequency component, and from the latest extracted knocking vibration frequency component. The dynamic component of the knocking vibration frequency component is calculated by subtracting the steady component, and it is determined that knocking has occurred when the magnitude of this dynamic component exceeds the threshold value SL1 (set according to the engine speed).
- the signal strength (magnitude) of the knocking vibration frequency component for example, 5 to 12 kHz
- a method for determining the occurrence of knocking by comparing the magnitude of the knocking vibration frequency component with the threshold value a method for comparing the magnitude of the knocking vibration frequency component itself with the threshold value, and the knocking vibration frequency component as described above.
- a method of comparing the magnitude of the dynamic component with a threshold value can be considered, but any method may be used in the present invention.
- FIG. 2 is a flowchart showing a flow of a failure diagnosis process of the knock sensor 36 according to the present embodiment.
- This routine is stored in the ECU 41 and is repeatedly executed every predetermined period (for example, 10 ms).
- step S11 it is determined whether or not a predetermined diagnostic condition that prevents knocking is satisfied.
- a predetermined diagnostic condition that prevents knocking In this example, it is determined whether fuel is being cut for all cylinders and whether a predetermined time period B, specifically one cycle, has elapsed since the start of fuel cut.
- step S12 based on the detection signal of the knock sensor 36, it is determined whether knock determination is being performed, that is, whether the occurrence of knocking is detected. Specifically, the signal intensity (magnitude) of the knocking vibration frequency of 5 to 12 kHz extracted from the output signal of the knock sensor 36 is sharply increased, and the magnitude of the above-described dynamic component is preset.
- the threshold value SL2 of 2 is exceeded, the occurrence of knocking is detected, and the process proceeds to step S13.
- the second threshold value SL2 is set to the same value as the first threshold value SL1 used for the knock determination during the normal operation in order to simplify the control.
- the first threshold value SL1 may be set to a value that is larger or smaller than the second threshold value SL2 in accordance with the diagnostic conditions and the like.
- step S13 the frequency of knock determination is calculated. Specifically, the number of times that the magnitude of the knocking vibration frequency component exceeds the second threshold SL2 within the preset unit period A, that is, the number of times of knock determination is counted.
- the unit period A is 1 second in the example of FIG. 3, but is not limited thereto, and may be another time or period (for example, a predetermined crank angle).
- step S14 it is determined whether or not the frequency of the knock determination (the number of knock determinations in the unit period A) exceeds a preset first predetermined number sN1.
- the first predetermined number of times sN1 is eight as shown in FIG. 3, but may be another integer number.
- step S15 it is determined whether or not the state in which the knock determination frequency in step S14 exceeds the first predetermined number of times sN1 has continuously occurred more than the second predetermined number of times sN2.
- the process proceeds from step S15 to step S16, and the knock sensor 36 is determined to be faulty.
- the driver is notified of the failure of the knock sensor 36 by a warning light or voice, and ignition timing control using the detection signal of the knock sensor 36 is performed.
- the control processing such as is switched to an appropriate fail-safe mode.
- FIG. 3 is a timing chart showing changes in each characteristic value when the control of this embodiment is applied.
- the diagnosis permission of the knock sensor 36 is turned on, and the routine of FIG. Proceeding to S12, failure diagnosis of knock sensor 36 is performed.
- the knock sensor 36 is diagnosed as having a failure at a time point t6 that has occurred a predetermined number of times (five times in this example).
- the knock frequency is continuously determined five times or more and the second predetermined number of times sN2 or more.
- the specific example is more specific. Specifically, when the state in which the frequency of knock determination exceeding the second threshold SL2 exceeds the first predetermined number of times sN1 continuously occurs for the second predetermined number of times sN2 or more, the knock sensor 36 is in failure. I have a diagnosis. Therefore, it is possible to detect an abnormality / failure in which the output of the knock sensor 36 becomes excessively large. Further, in the failure diagnosis process using the second threshold value SL2, it is possible to use almost the same control process as the normal knocking detection process using the first threshold value SL1, and an extremely simple control logic. This makes it possible to perform fault diagnosis.
- FIG. 5 and FIGS. 7 to 9 are flowcharts showing the flow of processing of failure diagnosis of the knock sensor 36 according to the second to sixth embodiments.
- the following steps S11A to S11E are performed as a determination process for the diagnosis condition in which knocking cannot occur, instead of step S11 of the first embodiment. This is different from the first embodiment.
- Other configurations are the same as those in the first embodiment, and redundant description is omitted.
- step S11A as a diagnostic condition in which knocking cannot occur, it is determined in step S11A whether or not the ignition timing is retarded from a predetermined knock limit ignition timing.
- the knock limit ignition timing can be obtained, for example, with reference to a preset control map using engine speed and engine load as parameters.
- the process proceeds to step S12 and subsequent steps, and the ignition timing is greater than the knock limit ignition timing. If it is not on the retard side, the routine is terminated assuming that the diagnosis condition that knocking cannot occur is not satisfied.
- step S11B it is determined whether or not the idling operation is being performed in step S11B as a diagnostic condition in which knocking cannot occur. More specifically, when the accelerator opening is almost fully closed and the engine rotational speed is almost idle rotational speed, a diagnostic condition is established in which the engine is idling, that is, knocking cannot occur. The process proceeds to step S12 and the subsequent steps. If the idling operation is not being performed, it is determined that a diagnostic condition that does not allow knocking is not established, and the routine is terminated.
- FIG. 6 is an overall configuration diagram of a hybrid vehicle to which the fourth embodiment of the present invention is applied.
- This hybrid vehicle is a so-called one-motor two-clutch parallel hybrid vehicle, and an internal combustion engine 51 and a motor / generator 52 that are used together as a vehicle drive source are connected in series via a first clutch 53.
- a second clutch 55 is interposed between the motor / generator 52 and the automatic transmission 54, and the automatic transmission 54 is connected to drive wheels 57 via a differential gear 56.
- the internal combustion engine 51 can be automatically stopped and traveled only by the motor / generator 52.
- the internal combustion engine can be operated under the condition that the ignition switch 40 is "ON" in order to improve fuel efficiency. 51 is automatically stopped.
- the vehicle to which the fourth embodiment is applied is not limited to the hybrid vehicle described above, and only the internal combustion engine 51 can be used as long as it can implement idle stop control that automatically stops the internal combustion engine 51 during idle operation.
- the vehicle may be a vehicle drive source.
- step S11C as a diagnostic condition in which knocking cannot occur, in step S11C, idling is stopped, more specifically, the ignition switch 40 is ON, and Then, it is determined whether the internal combustion engine 51 is automatically stopped. If it is determined that idling is stopped, it is determined that a diagnosis condition in which knocking cannot occur is established, and the process proceeds to step S12 and subsequent steps. On the other hand, when the idling stop is not being performed and the diagnosis condition in which knocking cannot occur is not satisfied, this routine is terminated.
- step S11D it is determined in step S11D as to whether or not the ignition switch 40 is OFF and the rotational speed is 0 or more as a diagnostic condition in which knocking cannot occur.
- the crankshaft 34 rotates inertially after the internal combustion engine is actually stopped after the stop process of the internal combustion engine is started by the driver's “OFF” operation of the ignition switch 40. It is determined whether it is during. The determination of the rotation stop of the internal combustion engine is performed based on the detection signal of the crank angle sensor 35 described above. If it is between the time when the ignition switch 40 is turned off and the rotation of the internal combustion engine is stopped, it is determined that a diagnosis condition in which knocking cannot occur is established, and the process proceeds to step S12.
- the knock sensor 36 is installed at a position close to the specific cylinder in the cylinder block 11 so as to detect the vibration of the specific cylinder.
- step S11E as a diagnostic condition in which knocking cannot occur, it is a timing at which this specific cylinder is not combusted. Specifically, any one of the intake stroke, the first half of the compression stroke, the second half of the expansion stroke, and the exhaust stroke Is determined. If the specific cylinder is in any one of the intake stroke, the first half of the compression stroke, the second half of the expansion stroke, and the exhaust stroke, it is determined that a diagnostic condition that prevents knocking is satisfied, and the process proceeds to step S12.
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Abstract
Description
Claims (12)
- 内燃機関の振動を検出するノックセンサと、
前記ノックセンサの出力信号から抽出されるノッキング振動周波数成分の大きさが第1の閾値を超えた場合に、ノッキングが発生していると判定する制御手段と、を備え、
前記制御手段は、ノッキングが発生し得ない所定の診断条件が成立しているか否かを判定し、前記診断条件が成立しており、かつ、前記ノックセンサの出力信号から抽出されるノッキング振動周波数成分の大きさが第2の閾値を超えた場合に、前記ノックセンサが故障していると診断するノックセンサの故障診断装置。 - 前記制御手段は、燃料カットが行われているときに、前記診断条件が成立していると判定する請求項1に記載のノックセンサの故障診断装置。
- 前記制御手段は、燃料カット開始後に所定期間経過してから燃料カットが終了するまでの間、前記診断条件が成立していると判定する請求項2に記載のノックセンサの故障診断装置。
- 前記第1の閾値と前記第2の閾値とを同じ値とする請求項1~3の何れかに記載のノックセンサの故障診断装置。
- 前記制御手段は、前記診断条件が成立しているときに、予め設定した単位期間内にノッキング振動周波数成分の大きさが前記第2の閾値を超えた回数をカウントし、カウントした回数が第1の所定回数を超えた場合に、前記ノックセンサが故障していると診断する請求項1~4の何れかに記載のノックセンサの故障診断装置。
- 前記制御手段は、前記カウントした回数が前記第1の所定回数を超える状態が連続して第2の所定回数発生した場合に、前記ノックセンサが故障していると診断する請求項5に記載のノックセンサの故障診断装置。
- 前記制御手段は、点火プラグの点火時期が所定のノック限界点火時期より遅角側にあるとき、前記診断条件が成立していると判定する請求項1~6の何れかに記載のノックセンサの故障診断装置。
- 前記制御手段は、アイドル運転中であるとき、前記診断条件が成立していると判定する請求項1~7の何れかに記載のノックセンサの故障診断装置。
- 前記内燃機関がハイブリッド車両またはアイドルストップ制御を行う車両に搭載されるものであり、
前記制御手段は、イグニッションスイッチがONであり、かつ、内燃機関の運転が停止されているとき、前記診断条件が成立していると判定する請求項1~8の何れかに記載のノックセンサの故障診断装置。 - 前記制御手段は、イグニッションスイッチがOFFされてから内燃機関の回転が停止するまでの間、前記診断条件が成立していると判定する請求項1~9の何れかに記載のノックセンサの故障診断装置。
- 前記ノックセンサは特定気筒の振動を検出するものであり、
前記制御手段は、前記特定気筒が吸気行程、圧縮行程前半、膨張行程後半、排気行程の何れかであるとき、前記診断条件が成立していると判定する請求項1~10の何れかに記載のノックセンサの故障診断装置。 - 内燃機関の振動を検出するノックセンサを備えるノックセンサの故障診断装置において、
前記ノックセンサの出力信号から抽出されるノッキング振動周波数成分の大きさが第1の閾値を超えた場合に、ノッキングが発生していると判定する一方、
ノッキングが発生し得ない所定の診断条件が成立しているか否かを判定し、前記診断条件が成立しており、かつ、前記ノックセンサの出力信号から抽出されるノッキング振動周波数成分の大きさが第2の閾値を超えた場合に、前記ノックセンサが故障していると診断するノックセンサの故障診断方法。
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US14/355,336 US9163577B2 (en) | 2011-11-01 | 2012-09-07 | Malfunction diagnosis device and malfunction diagnosis method for knock sensor |
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US9903778B2 (en) * | 2015-02-09 | 2018-02-27 | General Electric Company | Methods and systems to derive knock sensor conditions |
US9915217B2 (en) * | 2015-03-05 | 2018-03-13 | General Electric Company | Methods and systems to derive health of mating cylinder using knock sensors |
KR101798521B1 (ko) * | 2016-04-28 | 2017-11-16 | 현대자동차주식회사 | 차량용 생체신호 센서 고장 진단 방법 및 장치 |
US10371079B2 (en) * | 2016-09-09 | 2019-08-06 | Ford Global Technologies, Llc | Method and system for knock sensor rationality check |
GB2568953A (en) * | 2017-12-04 | 2019-06-05 | Delphi Tech Ip Ltd | Method of determining the functionality of an accelerometer associated with a fuel injector |
CN114609956B (zh) * | 2022-05-12 | 2022-08-30 | 山东北溟科技有限公司 | 一种基于多级中断的声信标激活方法及系统 |
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JP2005146924A (ja) * | 2003-11-12 | 2005-06-09 | Toyota Motor Corp | 内燃機関のノッキング判定装置 |
JP2009209865A (ja) * | 2008-03-06 | 2009-09-17 | Denso Corp | ノック検出系異常診断置 |
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