WO2014136387A1 - Dispositif de diagnostic d'anomalie pour moteur à combustion interne - Google Patents

Dispositif de diagnostic d'anomalie pour moteur à combustion interne Download PDF

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Publication number
WO2014136387A1
WO2014136387A1 PCT/JP2014/000821 JP2014000821W WO2014136387A1 WO 2014136387 A1 WO2014136387 A1 WO 2014136387A1 JP 2014000821 W JP2014000821 W JP 2014000821W WO 2014136387 A1 WO2014136387 A1 WO 2014136387A1
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Prior art keywords
fuel
abnormality
abnormal
combustion
internal combustion
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PCT/JP2014/000821
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English (en)
Japanese (ja)
Inventor
福田　圭佑
若原　啓二
和賢 野々山
向井　弥寿夫
和田　実
優一 竹村
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株式会社デンソー
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Publication of WO2014136387A1 publication Critical patent/WO2014136387A1/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
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0623—Failure diagnosis or prevention; Safety measures; Testing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • 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
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels
    • 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 is based on Japanese Application No. 2013-43373 filed on March 5, 2013 and Japanese Application No. 2013-261006 filed on December 18, 2013. Is used.
  • the present invention relates to an abnormality diagnosis device for an internal combustion engine, and more particularly to an abnormality diagnosis device for a combustion system of an internal combustion engine having two fuel supply units for gas fuel and liquid fuel.
  • a fuel supply unit that supplies gaseous fuel into a cylinder of the internal combustion engine connects a gas tank that stores the gaseous fuel in a high pressure state, a fuel injection valve that injects the gaseous fuel, and the gas tank and the fuel injection valve.
  • a pressure adjustment valve that is provided in the middle of the fuel pipe and that depressurizes the pressure of the gaseous fuel supplied from the gas tank, and a shutoff valve that is provided upstream of the pressure adjustment valve and blocks the flow of the gaseous fuel to the pressure adjustment valve And comprising.
  • the present invention has been made to solve the above-described problem, and an abnormality has occurred in the combustion state of the internal combustion engine in the combustion system of the internal combustion engine having two fuel supply portions for gas fuel and liquid fuel. It is a main object of the present invention to provide an abnormality diagnosis device for an internal combustion engine that can identify an abnormal part.
  • the present invention includes a gaseous fuel supply unit that supplies gaseous fuel into a cylinder of an internal combustion engine, a liquid fuel supply unit that supplies liquid fuel into the cylinder, a combustion time of the gaseous fuel, and a combustion time of the liquid fuel.
  • the present invention relates to an abnormality diagnosis device applied to a combustion system of an internal combustion engine, which includes an ignition device that is used in common and ignites fuel supplied into the cylinder.
  • the abnormality diagnosis device of the present invention is based on a combustion parameter related to combustion of the internal combustion engine during the period in which the operation of the internal combustion engine is performed by combustion of one of the gaseous fuel and the liquid fuel.
  • First determination means for determining whether the combustion state of the internal combustion engine is normal or abnormal
  • fuel switching means for switching the used fuel from the one fuel to the other fuel after the determination of the combustion state by the first determination means And whether the combustion state is normal or abnormal based on the combustion parameters during the period in which the internal combustion engine is operated by combustion of the other fuel after the fuel is switched by the fuel switching means. And when the combustion state is determined to be abnormal by at least one of the second determination means, the first determination means, and the second determination means. And a abnormality identifying means for identifying the abnormal region based on the determination result by the determination result and the second determination means according to the first determination means.
  • the combustion parameters acquired in each period are set in each of the period in which the operation of the internal combustion engine is performed by combustion of gaseous fuel and the period in which the operation of the internal combustion engine is performed by combustion of liquid fuel. Based on this, abnormality diagnosis for the combustion system (injection supply system and ignition system) is performed. In addition, when it is determined that there is an abnormality in the abnormality diagnosis at the time of combustion of any fuel, based on the determination result of the abnormality diagnosis when using the gaseous fuel and the determination result of the abnormality diagnosis when using the liquid fuel To identify the abnormal part. Only one of the diagnosis results cannot identify whether the currently occurring combustion abnormality is caused by a fuel supply system abnormality or an ignition system abnormality. According to the above configuration, since the diagnosis results for the two fuels are used, it is possible to identify an abnormal region that causes the combustion abnormality according to the combination of the diagnosis results.
  • FIG. 1 is an overall schematic configuration diagram of an engine combustion system.
  • the flowchart which shows the process sequence of an abnormality diagnosis process.
  • the flowchart which shows the process sequence of an abnormality specific process.
  • the time chart showing the embodiment of the abnormality diagnosis at the time of abnormality of a liquid fuel supply part.
  • the time chart showing the embodiment of the abnormality diagnosis at the time of generation
  • the first embodiment will be described below with reference to the drawings.
  • the present embodiment is applied to a so-called bi-fuel type on-vehicle multi-cylinder engine (multi-cylinder internal combustion engine) that uses compressed natural gas (CNG) that is gaseous fuel and gasoline that is liquid fuel as combustion fuel. It is embodied as a combustion system. An overall schematic diagram of this system is shown in FIG.
  • An engine 10 shown in FIG. 1 is a multi-cylinder (for example, in-line three-cylinder) spark ignition engine, and an intake pipe 11 is connected to an intake port via an intake manifold 12, and an exhaust manifold is connected to an exhaust port.
  • An exhaust pipe 14 is connected via 13.
  • the intake pipe 11 is provided with a throttle valve 15 as air amount adjusting means.
  • the throttle valve 15 is configured as an electronically controlled throttle valve whose opening degree is adjusted by an actuator 15a such as a DC motor.
  • the opening (throttle opening) of the throttle valve 15 is detected by a throttle opening sensor 15b built in the actuator 15a.
  • the exhaust pipe 14 is provided with an exhaust sensor for detecting exhaust components and a catalyst 19 for purifying the exhaust.
  • an exhaust sensor for detecting exhaust components
  • a catalyst 19 for purifying the exhaust.
  • oxygen sensors 18 a and 18 b that output detection signals corresponding to the oxygen concentration in the exhaust are provided on the upstream side and the downstream side of the catalyst 19, respectively.
  • the intake port and the exhaust port of the engine 10 are respectively provided with an intake valve 25 and an exhaust valve 26 as engine valves for adjusting the amount of air introduced into the cylinder 16.
  • the air-fuel mixture is introduced into the cylinder 16 by the opening operation of the intake valve 25, and the exhaust gas after combustion is discharged into the exhaust passage by the opening operation of the exhaust valve 26.
  • a spark plug 20 is provided in each cylinder 16 of the engine 10.
  • a high voltage is applied to the ignition plug 20 at a desired ignition timing through an ignition circuit unit 20a including an ignition coil. By applying this high voltage, a spark discharge is generated between the opposing electrodes of each spark plug 20, and the fuel supplied into the cylinder 16 is ignited and used for combustion.
  • the ignition plug 20 and the ignition circuit unit 20a constitute an ignition device, and the ignition device is a common component for the combustion of gaseous fuel and the combustion of liquid fuel.
  • a gas fuel supply unit 40 that supplies gaseous fuel (CNG fuel) and a liquid fuel supply that supplies liquid fuel (gasoline). Part 70 is provided.
  • CNG fuel gaseous fuel
  • a liquid fuel supply that supplies liquid fuel (gasoline).
  • the gaseous fuel supply unit 40 includes a first injection valve 21 that injects gaseous fuel, and the gaseous fuel is supplied to the intake port of each cylinder 16 by the injection of the first injection valve 21.
  • a gas tank 42 is connected to the first injection valve 21 via a gas pipe 41, and a pressure adjustment function for adjusting the pressure of the gaseous fuel supplied to the first injection valve 21 is reduced in the middle of the gas pipe 41.
  • a regulator 43 is provided. The regulator 43 adjusts the pressure of a gaseous fuel in a high pressure state (for example, a maximum of 20 MPa) stored in the gas tank 42 to a mechanically determined pressure value (for example, 0.3 to 0.4 MPa). The gaseous fuel after the decompression adjustment is supplied to the first injection valve 21 through the gas pipe 41.
  • the fuel passage formed by the gas pipe 41 and the like further includes a tank main stop valve 44 disposed in the vicinity of the fuel outlet of the gas tank 42 and a fuel inlet of the regulator 43 that is downstream of the tank main stop valve 44.
  • a shut-off valve 45 disposed in the vicinity is provided. These valves 44 and 45 allow and block the flow of gaseous fuel in the gas pipe 41.
  • Both the tank main stop valve 44 and the shutoff valve 45 are electromagnetic on-off valves, and are normally closed types that shut off the flow of gaseous fuel when not energized and allow the flow of gaseous fuel when energized.
  • the regulator 43 is integrally provided with a pressure sensor 46 that detects a fuel pressure before pressure reduction adjustment.
  • a gas pipe 41 on the downstream side of the regulator 43 includes a pressure sensor 47 that detects an injection pressure, and a gas pipe 41.
  • a temperature sensor 48 for detecting the temperature of the gaseous fuel is provided.
  • a gaseous fuel supply unit 40 is configured by the first injection valve 21, the gas pipe 41, the gas tank 42, and the like.
  • the liquid fuel supply unit 70 includes a second injection valve 22 that injects liquid fuel, and the liquid fuel is supplied to the intake port of each cylinder 16 by the injection of the second injection valve 22.
  • a fuel tank 72 is connected to the second injection valve 22 via a fuel pipe 71.
  • the fuel pipe 71 is provided with a fuel pump 73 that feeds the liquid fuel in the fuel tank 72 to the second injection valve 22.
  • the control unit 80 includes a CPU, a ROM, a RAM, a backup RAM, and the like, and executes various control programs stored in the ROM, thereby performing various controls of the engine 10 according to each engine operating state. .
  • the control unit 80 is electrically connected to the various sensors described above and other sensors (crank angle sensor 81, intake pipe pressure sensor 82, cooling water temperature sensor 83, vehicle speed sensor, etc.) provided in the system. The outputs (detection signals) from these sensors are input.
  • the control unit 80 is electrically connected to driving units such as the ignition circuit unit 20a and the injection valves 21 and 22, and drives each driving unit by outputting a driving signal to each driving unit. Control.
  • a drive signal is input from the control unit 80 to the drive unit such as the ignition circuit unit 20a and each of the injection valves 21 and 22, and each drive unit is driven according to the input drive signal.
  • the ignition circuit unit 20a outputs a high voltage according to the ignition signal from the control unit 80, and causes the spark plug 20 to generate an ignition spark.
  • the first injection valve 21 injects an amount of gaseous fuel according to the injection signal from the control unit 80 into the intake port
  • the second injection valve 22 outputs an amount of liquid fuel according to the injection signal from the control unit 80. Inject into the intake port.
  • the control unit 80 selectively switches the fuel to be used according to the engine operating state, the fuel remaining amount in the tank, an input signal from a fuel changeover switch (not shown) operated by the driver, and the like. Specifically, when the remaining amount of gaseous fuel in the gas tank 42 falls below a predetermined value or when the use of the liquid fuel is selected by the fuel changeover switch, the liquid fuel is preferentially used. When the remaining amount of liquid fuel in the fuel tank 72 falls below a predetermined value, or when the use of gaseous fuel is selected by the fuel changeover switch, the gaseous fuel is preferentially used.
  • air-fuel ratio control of the present embodiment feedback control based on the deviation between the actual value (actual air-fuel ratio) of the air-fuel ratio and the target value (target air-fuel ratio) is performed.
  • the target air-fuel ratio is calculated based on the engine operating state (for example, engine speed and engine load), and the actual air-fuel ratio is calculated based on the detection value of the oxygen sensor 18a provided on the upstream side of the catalyst 19. calculate.
  • an air-fuel ratio feedback correction amount (hereinafter also referred to as “air-fuel ratio FB amount”) is calculated according to the deviation between the actual air-fuel ratio and the target air-fuel ratio, and the basic injection amount is corrected based on the calculated air-fuel ratio FB amount.
  • the basic injection amount is a fuel amount necessary for obtaining the target air-fuel ratio, and is calculated based on the intake air amount detected by the intake pipe pressure sensor 82 and the target air-fuel ratio, for example.
  • the air-fuel ratio FB amount is decreased by a predetermined amount when the air-fuel ratio detected by the oxygen sensor 18a is rich, while it is increased by a predetermined amount when it is lean. Further, when the air-fuel ratio detected by the oxygen sensor 18a is switched from rich to lean or from lean to rich, the air-fuel ratio FB amount is increased or decreased stepwise.
  • the controllability of the air-fuel ratio control is enhanced by adding a correction based on the detection value of the oxygen sensor 18b on the downstream side of the catalyst.
  • control unit 80 performs an abnormality diagnosis as to whether or not an abnormality has occurred in the fuel supply system and the ignition system of the engine 10 based on the combustion state of the engine 10 during the period in which the engine 10 is being operated. is doing.
  • the abnormality diagnosis based on the engine combustion state is carried out in each of the above. Then, the abnormal part is specified based on the determination results of two different fuels.
  • control unit 80 is a combustion parameter that is a parameter related to combustion of the engine 10 during a period in which the operation of the engine 10 is performed by combustion of one of the gaseous fuel and liquid fuel (fuel before switching). Get parameters. Further, it is determined whether the combustion state of the engine 10 is normal or abnormal based on the acquired combustion parameter (first determination process). After the execution of the first determination process, this time, the used fuel is switched to the other fuel (switched fuel), and the combustion parameters in a state where the operation of the engine 10 is being performed by burning the other fuel are acquired. Further, it is determined whether the combustion state of the engine 10 is normal or abnormal based on the acquired combustion parameter (second determination process). Based on the determination result of the first determination process and the result of the second determination process, whether or not there is an abnormality in the fuel supply system and the ignition system of the engine 10 is determined. It is going to be specified.
  • step S101 it is determined whether or not the engine 10 is being operated by burning one of the gaseous fuel and the liquid fuel.
  • the process proceeds to step S102, and it is determined whether or not the use fuel has been switched. If a negative determination is made, that is, before fuel switching, the process proceeds to step S103.
  • step S103 a parameter (combustion parameter) related to the combustion state of the engine 10 is acquired, and it is determined whether the combustion state of the engine 10 is normal or abnormal based on the acquired combustion parameter (first determination process).
  • the air-fuel ratio FB amount calculated by an air-fuel ratio feedback routine (not shown) is acquired as a combustion parameter, and the combustion state of the engine 10 is determined based on whether or not the acquired air-fuel ratio FB amount is within the control range. .
  • step S104 If the air-fuel ratio FB amount is within the control range, the process proceeds to step S104, and the first abnormality determination flag indicating the determination result of the first determination process is turned off. On the other hand, when the air-fuel ratio FB amount is out of the control range, the process proceeds to step S105, and the first abnormality determination flag is turned on. After the determination by the first determination process, the process proceeds to step S106, in which it is determined whether or not the fuel switch has been turned on (whether or not there has been a fuel switching request). If the fuel switch is ON, the process proceeds to step S107, and the fuel used for combustion of the engine 10 is switched from the pre-switching fuel that is currently in use to the post-switching fuel that is the other fuel (fuel switching means). .
  • step S108 a combustion parameter under the condition where the operation of the engine 10 is performed by combustion of the fuel after switching is acquired, and it is determined whether the combustion state of the engine 10 is normal or abnormal based on the acquired combustion parameter. (Second determination process).
  • the air-fuel ratio FB amount is acquired as a combustion parameter, and the engine combustion state is determined based on whether or not the acquired air-fuel ratio FB amount is within the control range.
  • step S109 when the air-fuel ratio FB amount is within the control range, the process proceeds to step S109, and the second abnormality determination flag indicating the determination result of the second determination process is turned off.
  • step S110 when the air-fuel ratio FB amount is out of the control range, the process proceeds to step S110, and the second abnormality determination flag is turned on.
  • step S111 after a predetermined time has elapsed since the use of fuel was switched, the determination results of the first determination process and the second determination process, that is, the abnormality shown in FIG. 3 using the first abnormality determination flag and the second abnormality determination flag. Execute specific processing.
  • step S201 it is determined whether or not the first abnormality determination flag is on. If it is off, the process proceeds to step S202. In step S202, it is determined whether or not the second abnormality determination flag is on. If it is off, the process proceeds to step S203, and it is determined that the fuel supply system and the ignition system of the engine 10 are normal. On the other hand, if the second abnormality determination flag is ON, the process proceeds to step S204, and the fuel supply part of the pre-switching fuel is identified as an abnormal part.
  • the liquid fuel supply unit 70 is identified as the abnormal part.
  • the abnormality of the liquid fuel supply unit 70 include an injection abnormality of the second injection valve 22 and a malfunction of the fuel pump 73.
  • step S205 determines whether or not the second abnormality determination flag is on.
  • step S206 the fuel supply part of the pre-switching fuel is identified as an abnormal part.
  • the pre-switching fuel is gaseous fuel and the post-switching fuel is liquid fuel, and abnormal determination is made in the first determination process and normal determination is made in the second determination process, the gaseous fuel supply unit 40 is identified as an abnormal part. To do.
  • an abnormality of the gaseous fuel supply unit 40 for example, an injection abnormality of the first injection valve 21, a failure in which the opening of the tank main stop valve 44 or the shutoff valve 45 is restricted, and the closing of these valves 44 and 45 are restricted. A failure, a malfunction of the regulator 43, etc. are mentioned. If the second abnormality determination flag is ON in step S205, the process proceeds to step S207, and the ignition system part including the ignition circuit unit 20a and the ignition plug 20 of the engine 10 is specified as an abnormal part.
  • the reason for specifying an ignition system abnormality when both the first abnormality determination flag and the second abnormality determination flag are “on” is as follows. Combustion using gas fuel and liquid fuel are used when combustion abnormality is detected during combustion of one fuel and the combustion abnormality continues after switching to the other fuel. It can be determined that the combustion is not performed properly. Also, the fact that both combustion using gaseous fuel and combustion using liquid fuel are not appropriate means that there is an abnormality in the ignition system parts that are commonly used in the combustion, and the combustion of the fuel is properly performed due to the ignition system abnormality. There is a high possibility that it has not been implemented. Therefore, in the present embodiment, when both the first abnormality determination flag and the second abnormality determination flag are “on”, it is specified that the ignition system is abnormal.
  • the ignition system abnormality includes, for example, intermittent ignition, lack of ignition energy, and the like, and the cause thereof may be an energization failure of the ignition circuit unit 20a, a discharge failure of the spark plug 20, and the like.
  • step S208 to notify the driver that an abnormality has occurred in the engine combustion system by a lamp display or a message display.
  • the output of the engine 10 may be limited, the fuel supply unit may be switched to a normal fuel, and the like.
  • FIGS. 4 shows a case where an abnormality has occurred in the liquid fuel supply unit 70
  • FIG. 5 shows a case where an abnormality has occurred in the ignition system.
  • the air-fuel ratio FB amount is corrected to increase the fuel injection amount as shown in FIG. It is gradually changed to the increasing side (to the increasing side).
  • the air-fuel ratio FB amount becomes the upper limit guard value, and at time t11 after the state continues for a predetermined time, the first abnormality determination flag is switched from OFF to ON.
  • the liquid fuel injection by the second injection valve 22 is switched to the gaseous fuel injection by the first injection valve 21 (t12). Further, the air-fuel ratio FB amount is reset along with the fuel switching. At this time, if the gaseous fuel supply unit 40 is normal, an appropriate amount of gaseous fuel based on the command value is injected into the cylinder 16 from the first injection valve 21, and the air-fuel ratio FB amount becomes an appropriate value within the control range.
  • the engine 10 is based on the combustion parameters acquired within each period.
  • the determination result of abnormality diagnosis when using gaseous fuel if it is determined that there is an abnormality in the abnormality diagnosis at the time of combustion of any fuel, the determination result of abnormality diagnosis when using gaseous fuel, The configuration is such that the abnormal part is specified based on the determination result of the abnormality diagnosis when using the fuel. According to this configuration, since the diagnosis results for the two fuels are used, the abnormal part that causes the combustion abnormality can be specified according to the combination of the diagnosis results.
  • the first abnormality determination flag when the first abnormality determination flag is on and the second abnormality determination flag is on, it can be specified that the ignition system is abnormal. Further, when the first abnormality determination flag is on and the second abnormality determination flag is off, it can be specified that there is an abnormality in the fuel supply portion of the fuel before switching. Further, when the first abnormality determination flag is off and the second abnormality determination flag is on, it can be specified that there is an abnormality in the fuel supply portion of the fuel after switching.
  • the combustion parameter used in the abnormality diagnosis is the air-fuel ratio FB amount, and it is configured to determine whether the combustion state of the engine 10 is normal or abnormal based on the air-fuel ratio FB amount.
  • the second embodiment will be described focusing on differences from the first embodiment.
  • the ignition system part including the ignition circuit unit 20a and the ignition plug 20 of the engine 10 is specified as an abnormal part.
  • either the ignition system part or the intake system part of the engine 10 is specified as an abnormal part.
  • the intake system of the engine 10 is also a component that is commonly used in engine combustion, and that both combustion using gaseous fuel and combustion using liquid fuel are not appropriate means that the intake system component that is commonly used in those combustions This is because there is an abnormality in the intake system, and it is considered that fuel combustion is not properly performed due to the abnormality in the intake system.
  • the intake system abnormality for example, various components provided in the engine intake system such as the throttle valve 15, the actuator 15a, the throttle opening sensor 15b, the intake pipe pressure sensor 82, and an intake air temperature sensor (not shown) are normal. Includes abnormalities that operate in different modes.
  • the present embodiment is the same as the first embodiment described above in that the abnormality diagnosis process is performed according to the flowchart of FIG.
  • the flowchart of FIG. 6 is used as the abnormality specifying process in step S111 of FIG. Below, the abnormality identification process of this embodiment is demonstrated using FIG.
  • steps S301 to S305 the same processing as in steps S201 to S205 in FIG. 3 is performed. If the second abnormality determination flag is off in step S305, the process proceeds to step S306, and the fuel supply part of the pre-switching fuel is identified as an abnormal part. On the other hand, if the second abnormality determination flag is on, the process proceeds to step S307, and the common part of each fuel in the engine combustion is specified as an abnormal part.
  • an abnormality occurs in the ignition system part including the ignition circuit portion 20a and the ignition plug 20 of the engine 10 or the intake system part including the throttle valve 15, the actuator 15a, the throttle opening sensor 15b, and the intake pipe pressure sensor 82. Judge that there is. Then, this routine ends.
  • the second embodiment when it is determined that there is an abnormality in both the first determination process and the second determination process, it is determined that either an ignition system abnormality or an intake system abnormality of the engine 10 has occurred. It was. The fact that the combustion using gaseous fuel and the combustion using liquid fuel are both inappropriate is presumed to be an abnormality of the common parts used in common in the combustion. In addition to the ignition system parts, the common parts include intake system parts. Therefore, when the abnormality of the combustion state continues even when the fuel used is switched, the abnormal part is set to either the ignition system component or the intake system component.
  • the fuel changeover switch when the fuel changeover switch is operated, the fuel is switched from one fuel to the other fuel, and the second determination process is performed when the fuel is changed. Regardless of whether or not there is a configuration, the fuel used may be switched to the other fuel after the first determination process is completed, and the second determination process may be performed after the switching. In this case, before the fuel changeover switch is operated, it can be confirmed in advance whether or not there is an abnormality in the fuel supply portion of the fuel after the changeover.
  • the ignition device including the ignition plug 20 and the ignition circuit unit 20a is specified as the abnormal part.
  • the ignition device has failed or the gaseous fuel supply unit 40 and the liquid fuel supply It is determined that the simultaneous failure of the unit 70 has occurred. Failures in the gas fuel supply unit 40 and the liquid fuel supply unit 70 rarely occur, and even if the gas fuel supply unit 40 and the liquid fuel supply unit 70 fail simultaneously, it can be said that it is extremely rare. In this embodiment, such a rare case is taken into consideration to prevent a diagnosis failure.
  • a mode of change of the combustion parameter before fuel switching and a mode of change of the combustion parameter after fuel switching are further provided. Compare. It is set as the structure which identifies an abnormal site
  • the cause of the combustion abnormality is an ignition system abnormality
  • the mode of change of the combustion parameter before and after the fuel switching is the same. Specifically, for example, when the air-fuel ratio FB amount is reached, the lower limit guard value is maintained during combustion of one fuel, and when the fuel is switched thereafter, the air-fuel ratio is also maintained during combustion of the other fuel. The FB amount is held at the lower limit guard value. Considering this point and adopting the above-described configuration, it is possible to further improve the accuracy of identifying an abnormal site.
  • the first determination process and the second determination process are each performed once, and the abnormality diagnosis is performed based on the determination results.
  • the first determination process and the second determination process may be alternately performed a plurality of times, and an abnormality diagnosis may be performed based on the results of the plurality of times.
  • the air-fuel ratio FB amount is used as the combustion parameter, and it is configured to determine whether the combustion state of the engine 10 is normal or abnormal based on the air-fuel ratio FB amount. It is not limited to. For example, when the actual air-fuel ratio is controlled at the target air-fuel ratio by adjusting the intake air amount of the engine 10, it is determined whether the combustion state of the engine 10 is normal or abnormal based on the correction amount of the intake air amount. Also good.
  • an abnormality when it is determined by the abnormality specifying process in FIG. 6 that an abnormality has occurred in either the ignition system component or the intake system component, an abnormality has occurred in either the ignition system component or the intake system component. You may implement the process which specifies whether it is.
  • the relationship between the throttle opening and the intake air amount is stored in advance. There is a method that is performed by determining whether or not it matches a certain relationship. Specifically, it is determined whether or not the intake pipe pressure detected by the intake pipe pressure sensor 82 matches the current throttle opening control amount. If the relationship between the throttle opening and the intake pipe pressure matches the relationship stored in advance, the intake system components are normal. Therefore, among the ignition system components and intake system components, the ignition system components are identified as abnormal parts. To do. On the other hand, if the relationship between the throttle opening and the intake pipe pressure does not match the relationship stored in advance, the intake system component is determined as an abnormal part.
  • the process of identifying which of the ignition system parts and the intake system parts is abnormal can be performed during the fuel cut.
  • the gaseous fuel has a larger volume per unit mass than the liquid fuel. Therefore, in the intake pipe pressure sensor 82, it is considered that not only the air in the intake pipe but also the gaseous fuel injected from the first injection valve 21 causes a detection error due to the influence of the injected fuel. Therefore, in the present embodiment, abnormality determination of intake system components is performed based on each sensor value during fuel cut that is not affected by gaseous fuel. Specifically, for example, the sensor value of the throttle opening and the sensor value of the intake air amount are acquired during the fuel cut, and the relationship between the throttle opening and the intake air amount matches the relationship stored in advance. A process of determining whether or not is performed. By adopting such a configuration, it is possible to identify an abnormal site with higher accuracy.
  • the abnormal part is either the ignition system part or the intake system part. Simultaneous failure may be considered. Although it can be said that an ignition system component and an intake system component fail at the same time in the engine 10 is an extremely rare case, it is possible to prevent a diagnosis omission by considering such a rare case.
  • an existing gasoline engine having only a fuel injection valve for gasoline injection as a fuel injection means may be changed to a system capable of injecting two types of fuel by installing a fuel supply unit for gaseous fuel.
  • the present invention can also be applied to such a system. Specifically, an injection pipe is connected to the tip of the first injection valve 21, and this injection pipe is provided in the intake pipe. The gaseous fuel ejected from the first injection valve 21 is injected into the intake port of the engine 10 through the injection pipe.
  • the gaseous fuel is CNG fuel, but other gaseous fuels that are gaseous in the standard state can also be used.
  • liquid fuel is not limited to gasoline fuel.
  • the present invention may be applied to a configuration in which a fuel injection system for gaseous fuel is mounted on a diesel engine using light oil as a liquid fuel for combustion.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Unité de commande (80) exécutant un premier processus de détermination destiné à déterminer si l'état de combustion d'un moteur (10) est normal ou anormal pendant une période durant laquelle le moteur (10) fonctionne sur la base d'un premier carburant, ladite détermination étant réalisée sur la base des paramètres de combustion pour cette période. Une fois que l'état de combustion a été déterminé par le premier processus de détermination, le carburant utilisé passe du premier carburant à un autre carburant, et un second processus de détermination est exécuté pour déterminer si l'état de combustion du moteur (10) est normal ou anormal pendant une période durant laquelle le moteur (10) fonctionne sur la base de l'autre carburant, ladite détermination étant effectuée sur la base des paramètres de combustion pour cette période. Lorsque l'on a déterminé par le premier processus de détermination et/ou le second processus de détermination que l'état de fonctionnement du moteur est anormal, la partie anormale est identifiée sur la base du résultat de détermination provenant du premier processus de détermination et du résultat de détermination provenant du second processus de détermination.
PCT/JP2014/000821 2013-03-05 2014-02-18 Dispositif de diagnostic d'anomalie pour moteur à combustion interne WO2014136387A1 (fr)

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JP2013-043373 2013-03-05
JP2013043373 2013-03-05
JP2013-261006 2013-12-18
JP2013261006A JP2014196734A (ja) 2013-03-05 2013-12-18 内燃機関の異常診断装置

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Cited By (2)

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WO2016080920A1 (fr) * 2014-11-17 2016-05-26 Monro Enerji Insaat Madencilik Gida Otomotiv Arastirma Gelistirme Lojistik Gaz Dolum Danismanlik Hizmetleri Sanayi Ticaret Limited Sirketi Dispositif à commande électronique actionné par une carte de commande unique permettant l'utilisation et la régulation de carburants alternatifs dans un moteur à combustion interne
JP2016217160A (ja) * 2015-05-14 2016-12-22 トヨタ自動車株式会社 内燃機関の制御装置

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JP6183384B2 (ja) * 2015-01-15 2017-08-23 マツダ株式会社 多種燃料エンジンの燃料制御装置
JP6269602B2 (ja) * 2015-07-15 2018-01-31 マツダ株式会社 気体燃料エンジンの燃料制御装置

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JP2007231878A (ja) * 2006-03-02 2007-09-13 Nissan Motor Co Ltd 内燃機関の燃料供給装置
JP2008144723A (ja) * 2006-12-13 2008-06-26 Toyota Motor Corp 内燃機関の制御装置
JP2008144637A (ja) * 2006-12-08 2008-06-26 Mazda Motor Corp デュアルフューエルエンジンの制御装置

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JP2007231878A (ja) * 2006-03-02 2007-09-13 Nissan Motor Co Ltd 内燃機関の燃料供給装置
JP2008144637A (ja) * 2006-12-08 2008-06-26 Mazda Motor Corp デュアルフューエルエンジンの制御装置
JP2008144723A (ja) * 2006-12-13 2008-06-26 Toyota Motor Corp 内燃機関の制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016080920A1 (fr) * 2014-11-17 2016-05-26 Monro Enerji Insaat Madencilik Gida Otomotiv Arastirma Gelistirme Lojistik Gaz Dolum Danismanlik Hizmetleri Sanayi Ticaret Limited Sirketi Dispositif à commande électronique actionné par une carte de commande unique permettant l'utilisation et la régulation de carburants alternatifs dans un moteur à combustion interne
JP2016217160A (ja) * 2015-05-14 2016-12-22 トヨタ自動車株式会社 内燃機関の制御装置

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