WO2021054394A1 - 悪路走行判定装置及び異常判定装置 - Google Patents

悪路走行判定装置及び異常判定装置 Download PDF

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Publication number
WO2021054394A1
WO2021054394A1 PCT/JP2020/035266 JP2020035266W WO2021054394A1 WO 2021054394 A1 WO2021054394 A1 WO 2021054394A1 JP 2020035266 W JP2020035266 W JP 2020035266W WO 2021054394 A1 WO2021054394 A1 WO 2021054394A1
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Prior art keywords
rough road
misfire
threshold value
determination
moving average
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PCT/JP2020/035266
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English (en)
French (fr)
Japanese (ja)
Inventor
勝徳 田▲崎▼
伸宏 ▲高▼武
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株式会社ケーヒン
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Priority to DE112020004472.6T priority Critical patent/DE112020004472T5/de
Publication of WO2021054394A1 publication Critical patent/WO2021054394A1/ja

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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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • 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
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/702—Road conditions
    • 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
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • 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 a rough road traveling determination device and an abnormality determination device including the device.
  • an output is generated by repeating four strokes of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke.
  • the engine control device controls the timing of fuel injection, ignition, etc. by discriminating each process of these engines.
  • an engine misfire may occur in which the air-fuel mixture in the combustion chamber does not burn at the ignition timing. If such an engine misfire occurs, drivability deteriorates or exhaust performance deteriorates. For this reason, conventionally, by detecting an engine misfire, the driver is notified based on the detection result to prompt the driver to bring the engine to a maintenance shop, or the operating state of the engine is controlled to deteriorate drivability or exhaust performance. Is being reduced.
  • Patent Document 1 is based on the fluctuation of the output of the crank angle sensor because the output of the crank angle sensor fluctuates when the vehicle equipped with the internal combustion engine having the crank angle sensor travels on a rough road. It discloses a rough road determination device that determines whether or not a vehicle is traveling on a rough road. Further, in Patent Document 2, when a vehicle having a fuel remaining amount sensor in the fuel tank travels on a rough road, the output of the fuel remaining amount sensor fluctuates due to the ripple of the fuel liquid level, so that the fuel remaining amount sensor is generated. A rough road traveling detection device that determines whether or not a vehicle has traveled on a rough road based on fluctuations in the output of a sensor is disclosed.
  • Patent Document 1 the output of the crank angle sensor may fluctuate due to factors other than the vehicle traveling on rough roads. There is a possibility of false detection.
  • Patent Document 2 for example, in a vehicle such as a two-wheeled vehicle in which the behavior of the vehicle body changes significantly, the fuel liquid level tends to undulate, and the fuel liquid level may undulate due to some factor even though the vehicle is not traveling on a rough road. Therefore, in such a case, there is a possibility of erroneously detecting that the vehicle has traveled on a rough road.
  • the present invention has been made through the above studies, and is a rough road traveling determination device capable of accurately detecting that a vehicle has traveled on a rough road and making an accurate determination using the detection result. And an abnormality determination device is provided.
  • the present invention is a rough road traveling determination device for determining whether or not a vehicle has traveled on a rough road, and calculates a short-term moving average and a long-term moving average of the vehicle speed of the vehicle.
  • the fluctuation observation unit that counts the number of times the magnitude of the average is reversed, and the case where the integrated value is larger than the preset first threshold value and the number of times is larger than the preset second threshold value.
  • the first aspect is to have a rough road determination unit for determining that the vehicle has traveled on a rough road.
  • the present invention is an abnormality determination device for determining a misfire abnormality based on a misfire detection result of an internal combustion engine of a vehicle, the above-mentioned rough road traveling determination device described in the first aspect, and the above-mentioned misfire in a predetermined period.
  • a misfire rate calculation unit that calculates the misfire rate, which is the ratio of the number of detections of the misfire to the number of determinations, an abnormality determination unit that determines the misfire abnormality when the misfire rate is larger than the misfire rate determination threshold, and the predetermined period. It has a misfire rate determination threshold value calculation unit for obtaining the misfire rate determination threshold value based on the ratio of the rough road travel period determined to have traveled on the rough road by the rough road travel determination device in the predetermined period. This is the second phase.
  • the misfire rate determination threshold value calculation unit has a first intermediate value obtained by multiplying the ratio by a third threshold value, and the said in the predetermined period with respect to the predetermined period.
  • the second intermediate value obtained by multiplying the ratio of the period other than the rough road running period by the fourth threshold value set as the value at which the frequency of misfire is lower than the third threshold value is obtained, and the first intermediate value is obtained.
  • the third aspect is to set the sum of the intermediate value and the second intermediate value as the misfire rate determination threshold value.
  • the rough road traveling determination device for determining whether or not the vehicle has traveled on a rough road, and is a short-term moving average and a long-term movement of the vehicle speed.
  • a moving average calculation unit that calculates the average
  • a judgment parameter calculation unit that calculates the integrated value by integrating the absolute values of the differences between the short-term moving average and the long-term moving average during the monitoring period, and the short-term moving average and long-term movement during the monitoring period.
  • the vehicle is bad when the fluctuation observation unit that counts the number of times the magnitude of the average is reversed and the integrated value is larger than the preset first threshold value and the number of times is larger than the preset second threshold value. Since it has a rough road determination unit that determines that the vehicle has traveled on a road, it is possible to accurately detect that the vehicle has traveled on a rough road, and it is possible to make an accurate determination using this detection result. ..
  • the abnormality determination device determines a misfire abnormality based on the detection result of a misfire of the internal combustion engine of the vehicle, and is defined as a rough road traveling determination device.
  • a misfire rate calculation unit that calculates the misfire rate, which is the ratio of the number of misfire detections to the number of misfire determinations in the period, an abnormality determination unit that determines misfire abnormality when the misfire rate is larger than the misfire rate determination threshold, and a predetermined period.
  • misfire rate determination threshold calculation unit that obtains a misfire rate determination threshold based on the ratio of the rough road travel period determined to have traveled on the rough road by the rough road travel determination device in a predetermined period. Therefore, it is possible to accurately detect that the vehicle is traveling on a rough road, and it is possible to make an accurate determination using this detection result.
  • the misfire rate determination threshold value calculation unit has a first intermediate value obtained by multiplying the ratio by a third threshold value and an evil value in a predetermined period with respect to the predetermined period.
  • the second intermediate value obtained by multiplying the ratio of the period other than the road traveling period by the fourth threshold value set as a value in which the frequency of misfire is lower than the third threshold value is obtained, and the first intermediate value and the first intermediate value are obtained. Since the sum with the median value of 2 is used as the misfire rate determination threshold value, an appropriate misfire rate determination threshold value can be set.
  • FIG. 1 is a block diagram showing a configuration of an abnormality determination device according to an embodiment of the present invention.
  • FIG. 2 is a block diagram showing a configuration of a rough road traveling determination device according to the present embodiment.
  • FIG. 3A is a time chart showing an example of the flow of the area integration process in the rough road traveling determination process in the present embodiment.
  • FIG. 3B is a time chart showing an example of the flow of the crossing count processing in the rough road traveling determination processing in the present embodiment.
  • FIG. 4 is a time chart showing an example of the output timing of the rough road determination result and the flow of the misfire rate determination threshold value calculation process in the present embodiment.
  • FIG. 1 is a block diagram showing a configuration of an abnormality determination device according to the present embodiment.
  • the abnormality determination device 1 in the present embodiment is configured by an electronic control device such as an ECU (Electronic Control Unit), and is mounted on a vehicle such as a saddle-mounted vehicle (not shown).
  • an electronic control device such as an ECU (Electronic Control Unit)
  • a vehicle such as a saddle-mounted vehicle (not shown).
  • the abnormality determination device 1 includes a rough road driving determination device 2, a misfire rate determination threshold calculation unit 3, a misfire determination parameter calculation unit 4, a misfire determination threshold calculation unit 5, a misfire determination unit 6, and a misfire rate calculation unit 7. And an abnormality determination unit 8, and a memory or the like (not shown) is provided, and necessary control programs, control data, and the like are stored in the memory.
  • the misfire rate determination threshold value calculation unit 3, the misfire determination parameter calculation unit 4, the misfire determination threshold value calculation unit 5, the misfire determination unit 6, the misfire rate calculation unit 7, and the abnormality determination unit 8 are each operated by the abnormality determination device 1. It is shown as a functional block when an arithmetic processing unit such as a CPU (Central Processing Unit) (not shown), which is provided, reads necessary control programs and control data from a memory and executes them.
  • arithmetic processing unit such as a CPU (Central Processing Unit) (not shown)
  • the rough road driving determination device 2 executed the rough road driving determination process described later based on the electric signal according to the vehicle speed input from the vehicle speed sensor 13 that detects the vehicle speed and traveled on the rough road? Whether or not it is determined, and an electric signal corresponding to the determination result is output to the misfire rate determination threshold value calculation unit 3.
  • the vehicle speed sensor 13 is mounted on a wheel that is rotationally driven by an engine, for example, and emits a pulse signal proportional to the rotational speed. The details of the configuration of the rough road traveling determination device 2 will be described later.
  • the misfire rate determination threshold value calculation unit 3 executes the misfire rate determination threshold value calculation process described later, and the misfire rate determination threshold value is based on an electric signal indicating a rough road travel determination result input from the rough road travel determination device 2. Is calculated, and an electric signal indicating the calculated misfire rate determination threshold value is output to the abnormality determination unit 8.
  • the misfire determination parameter calculation unit 4 is based on an electric signal corresponding to the crank angle of the engine (rotation angle of the crankshaft (not shown)) input from the crank sensor 12, and the angular speed of the crankshaft (the angular speed of the crankshaft (not shown)) is set for each predetermined crank angle.
  • crank angle speed the angular speed of the crankshaft (the angular speed of the crankshaft (not shown)) is set for each predetermined crank angle.
  • crank angle speed the angular speed of the crankshaft
  • crank angle speed the angular speed of the crankshaft
  • the misfire determination parameter calculation unit 4 uses an electric signal input from the intake pressure sensor 11 according to the intake pressure between the throttle valve and the engine and an electric signal input from the crank sensor 22 according to the crank angle of the engine. Based on this, the reference angular velocity and the predetermined integration section are obtained.
  • the predetermined integration section is, for example, a section from the end of the compression stroke of the engine to the end of the expansion stroke.
  • the misfire determination parameter calculation unit 4 calculates the deviation between the crank angular velocity and the reference angular velocity by subtracting the reference angular velocity from the crank angular velocity in the predetermined integration section, and integrates the calculated deviations to obtain the integrated value.
  • the misfire determination parameter calculation unit 4 outputs an electric signal corresponding to the calculated integrated value to the misfire determination unit 6.
  • the misfire determination threshold value calculation unit 5 calculates the misfire determination threshold value and outputs an electric signal indicating the calculated misfire determination threshold value to the misfire determination unit 6.
  • the misfire determination unit 6 has a misfire based on an electric signal corresponding to the integrated value input from the misfire determination parameter calculation unit 4 and an electric signal indicating the misfire determination threshold input from the misfire determination threshold value calculation unit 5. Is detected.
  • the misfire determination unit 6 outputs an electric signal according to the detection result of the presence or absence of misfire to the misfire rate calculation unit 7.
  • the misfire rate calculation unit 7 calculates the misfire rate based on the electric signal according to the detection result of the presence or absence of misfire input from the misfire determination unit 6. Specifically, the misfire rate calculation unit 7 calculates the misfire rate, which is the ratio of the number of detections of misfire to the number of determinations of the presence or absence of misfire in a predetermined period. The misfire rate calculation unit 7 outputs an electric signal indicating the calculated misfire rate to the abnormality determination unit 8.
  • the abnormality determination unit 8 determines a misfire abnormality based on an electric signal indicating the misfire rate input from the misfire rate calculation unit 7 and an electric signal indicating the misfire rate determination threshold value input from the misfire rate determination threshold value calculation unit 3. Judgment is made, and an electric signal corresponding to the judgment result is output.
  • FIG. 2 is a block diagram showing a configuration of a rough road traveling determination device according to the present embodiment.
  • the rough road driving determination device 2 includes a monitoring time calculation unit 21, a vehicle speed moving average calculation unit 22, a determination parameter calculation unit 23, a fluctuation observation unit 24, a rough road determination unit 25, and a judgment holding unit 26.
  • a memory or the like (not shown) is provided, and necessary control programs, control data, or the like are stored in the memory.
  • the rough road traveling determination device 2 includes the monitoring time calculation unit 21, the vehicle speed moving average calculation unit 22, the determination parameter calculation unit 23, the fluctuation observation unit 24, the rough road determination unit 25, and the judgment holding unit 26, respectively. It is shown as a functional block when an arithmetic processing unit such as a CPU (not shown) reads a necessary control program and control data from a memory and executes a rough road driving determination process described later.
  • the monitoring time calculation unit 21 obtains a shorter monitoring period as the vehicle speed increases, based on an electric signal corresponding to the vehicle speed input from the vehicle speed sensor 13 that detects the vehicle speed.
  • the monitoring time calculation unit 21 outputs an electric signal corresponding to the obtained monitoring period to the determination parameter calculation unit 23 and the fluctuation observation unit 24.
  • the vehicle speed moving average calculation unit 22 takes a short-term moving average of the vehicle speed and a long-term movement that takes a moving average longer than the short-term moving average based on an electric signal according to the vehicle speed input from the vehicle speed sensor 13 that detects the vehicle speed. Calculate the average.
  • the vehicle speed moving average calculation unit 22 outputs the calculated short-term moving average and the electric signal corresponding to the long-term moving average to the determination parameter calculation unit 23 and the fluctuation observation unit 24.
  • the determination parameter calculation unit 23 includes an electric signal according to the monitoring period input from the monitoring time calculation unit 21 and an electric signal according to the short-term moving average and the long-term moving average input from the vehicle speed moving average calculation unit 22. Based on this, the area integration process described later is executed to calculate the area integration value. The determination parameter calculation unit 23 outputs an electric signal corresponding to the calculated area integration value to the rough road determination unit 25.
  • the fluctuation observation unit 24 is based on an electric signal according to the monitoring period input from the monitoring time calculation unit 21 and an electric signal according to the short-term moving average and the long-term moving average input from the vehicle speed moving average calculation unit 22.
  • the crossing count processing described later is executed to calculate the number of crossings between the short-term moving average value and the long-term moving average value.
  • the fluctuation observation unit 24 outputs an electric signal corresponding to the calculated number of crossings to the rough road determination unit 25.
  • the rough road determination unit 25 stores in advance an electric signal according to the area integrated value input from the determination parameter calculation unit 23, an electric signal according to the number of intersections input from the fluctuation observation unit 24, and a memory (not shown). It is determined whether or not the vehicle has traveled on a rough road based on the threshold value, and when the determination result of the rough road travel is obtained, an electric signal indicating the rough road determination result is output to the determination holding unit 26.
  • the judgment holding unit 26 includes a timer (not shown), holds an electric signal indicating a bad road judgment result input from the bad road judgment unit 25 during a predetermined period measured by the timer, and determines the bad road judgment result after the elapse of the predetermined period.
  • the indicated electric signal is output to the misfire determination threshold value calculation unit 3.
  • the rough road driving determination device 2 having the above configuration executes the following rough road driving determination processing, and also executes the area integration processing and the number of crossing count processing in the rough road driving determination processing, so that the vehicle can move. It is possible to accurately detect that the vehicle has traveled on a rough road and make an accurate judgment using this detection result.
  • the operation of the rough road traveling determination device 2 when executing the rough road traveling determination processing will be described in detail with reference to FIGS. 3A, 3B, and 4.
  • FIG. 3A is a time chart showing an example of the flow of the area integration processing in the rough road traveling determination processing in the present embodiment
  • FIG. 3B is an example of the flow of the crossing count processing in the rough road traveling determination processing in the present embodiment. It is a time chart showing.
  • FIG. 4 is a time chart showing an example of the output timing of the rough road determination result and the flow of the misfire rate determination threshold value calculation process in the present embodiment.
  • the vehicle speed moving average calculation unit 22 of the rough road traveling determination device 2 calculates the short-term moving average and the long-term moving average of the vehicle speed detected by the vehicle speed sensor 13.
  • the calculated long-term moving average shows a gradual fluctuation than the calculated short-term moving average, as shown in the upper figures of FIGS. 3A and 3B.
  • the determination parameter calculation unit 23 executes the area integration process to calculate the area integration value. Specifically, the determination parameter calculation unit 23 executes the area integration process to obtain the absolute value of the difference between the short-term moving average and the long-term moving average in the monitoring period Tr according to the vehicle speed detected by the vehicle speed sensor 13. Calculate and integrate the calculated absolute values to calculate the integrated value (area integrated value).
  • the area integrated value of the absolute value of the difference between the short-term moving average and the long-term moving average is the part shown by the diagonal line in the upper figure of FIG. 3A.
  • the area integration value obtained for each monitoring period Tr is retained until the next monitoring period Tr starts.
  • the area integrated value calculated by the determination parameter calculation unit 23 is shown in the lower figure (the figure described in the lower part) of FIG. 3A for each monitoring period Tr.
  • the fluctuation observation unit 24 executes the crossing number counting process to calculate the number of crossings between the short-term moving average value and the long-term moving average value. Specifically, the fluctuation observation unit 24 executes the crossing count processing, so that the short-term moving average value and the long-term moving average value intersect in the monitoring period Tr according to the vehicle speed detected by the vehicle speed sensor 13 ( The number of crossings is calculated by counting the number of times (the magnitude relationship is reversed).
  • the number of times the short-term moving average value and the long-term moving average value intersect is three, so the number of intersection count value becomes 3.
  • the number of times the short-term moving average value and the long-term moving average value intersect is four, so the number of intersection count value is 4.
  • the count value obtained for each monitoring period Tr is retained until the next monitoring period Tr starts.
  • the crossing count value calculated by the fluctuation observation unit 24 is shown in the lower figure of FIG. 3B for each monitoring period Tr.
  • the rough road determination unit 25 compares the area integration value with the preset threshold value TH1 as the first threshold value, and also compares the number of crossing counts (count value) with the preset second threshold value. Compare with the threshold TH2 as the threshold.
  • the rough road determination unit 25 determines that the vehicle has traveled on a rough road when the area integration value is larger than the threshold value TH1 and the number of crossing counts is larger than the threshold value TH2.
  • the rough road determination unit 25 determines that the vehicle has traveled on a normal road instead of a rough road when the area integration value is the threshold value TH1 or less or the number of crossing counts is the threshold value TH2 or less.
  • the rough road determination unit 25 outputs an electric signal indicating the rough road determination result to the determination holding unit 26 when it is determined that the vehicle has traveled on the rough road by the above-mentioned rough road travel determination process.
  • the judgment holding unit 26 includes a timer (not shown), and holds an electric signal indicating a bad road judgment result input from the bad road judgment unit 25 for a predetermined period of time measured by the timer.
  • the judgment holding unit 26 holds the electric signal indicating the bad road judgment result input from the bad road judgment unit 25 for a predetermined period until the count down from the count value n to 0, for example, as shown in the upper figure of FIG.
  • the bad road determination result is continuously output to the misfire rate determination threshold value calculation unit 3 until a predetermined period elapses after the countdown from the count value n to 0.
  • the area integrated value becomes large when the vehicle is simply accelerating or decelerating. There is a risk of misjudgment.
  • a short-term movement is performed when the vehicle is not traveling on a rough road but vibrates finely. Since the number of times the average value and the long-term moving average intersect each other increases, there is a risk of erroneous judgment. Therefore, in the rough road driving determination process in the present embodiment, erroneous determination is minimized by performing both the comparison between the area integrated value and the threshold value TH1 and the comparison between the number of crossing counts and the threshold value TH2. Can be done.
  • ⁇ Misfire rate judgment threshold calculation process> The flow of the misfire rate determination threshold calculation process in the present embodiment will be described in detail with reference to the lower figure of FIG.
  • the broken line in the figure showing the temporal transition of the misfire rate in FIG. 4 indicates the misfire rate determination threshold value TH3.
  • the misfire rate determination threshold calculation process is performed based on the determination result in the rough road determination unit 25 input from the determination holding unit 26 of the rough road driving determination device 2 to the misfire rate determination threshold calculation unit 3.
  • the misfire rate determination threshold value calculation unit 3 uses a timer (not shown) to measure the rough road traveling period determined by the rough road traveling determination device 2 to travel on a rough road, and with respect to a predetermined period Tf (predetermined period Tf> monitoring period Tr).
  • the first ratio value which is the ratio of the rough road running period, is obtained.
  • the misfire rate determination threshold value calculation unit 3 obtains a second ratio value which is a ratio of the period other than the rough road traveling period to the predetermined period Tf.
  • the predetermined period Tf is, for example, a period in which the crankshaft rotates 1000 times.
  • the first ratio value for each predetermined period Tf is 0.00 and the second ratio value is 1.00.
  • the first ratio value is 0.50 and the second ratio value is 0.50.
  • the first ratio value is 0.75 and the second ratio value is 0.25.
  • the first ratio value is 1.00 and the second ratio value is 0.00.
  • the first ratio value and the second ratio value obtained in each predetermined period Tf are the ratios of the rough road traveling period and other periods to the previous predetermined period Tf.
  • the misfire rate determination threshold value calculation unit 3 has a first intermediate value obtained by multiplying the first ratio value by the threshold value TH5 as the third threshold value, and the second ratio value more than the threshold value TH5.
  • a second intermediate value multiplied by a threshold value TH4 as a fourth threshold value set as a value with a low frequency of misfire is obtained.
  • the threshold value TH4 is a misfire rate determination threshold value that is always set when traveling on a normal road such as a paved road.
  • the threshold value TH5 is a misfire rate determination threshold value that is always set when the vehicle travels on a rough road, and is set as a value having a higher frequency of misfires than the threshold value TH4.
  • the first intermediate value of 0.00 is obtained by multiplying the first ratio value of 0.00 by the threshold value TH5 for each predetermined period Tf.
  • the second intermediate value of TH4 is obtained by multiplying the second ratio value of 1.00 by the threshold value TH4.
  • the first intermediate value of 0.50 ⁇ TH5 is obtained by multiplying the first ratio value 0.50 by the threshold value TH5, and the first intermediate value is obtained. Multiply the ratio value of 2 by the threshold value TH4 to obtain the second intermediate value of 0.50 ⁇ TH4.
  • the misfire rate determination threshold value calculation unit 3 adds the first intermediate value and the second intermediate value, and is the sum of the first intermediate value and the second intermediate value, which is the misfire rate determination threshold value TH3. Is obtained, and an electric signal indicating the obtained misfire rate determination threshold value TH3 is output to the abnormality determination unit 8.
  • the misfire rate is equal to or less than the misfire rate determination threshold value TH3
  • the misfire rate is always equal to or less than the misfire rate determination threshold value TH3, so that the abnormality determination unit 8 does not determine that the abnormality is abnormal.
  • the misfire rate determination threshold value TH3 thus obtained changes according to the rough road running period as shown in the lower figure of FIG. Since the abnormality determination unit 8 determines the misfire abnormality by comparing the calculated misfire rate with the misfire rate determination threshold value TH3 that changes according to the rough road running period, the erroneous detection of the misfire abnormality is greatly suppressed. be able to.
  • the short-term moving average and the long-term moving average of the vehicle speed are calculated, and the absolute value of the difference between the short-term moving average and the long-term moving average in the monitoring period according to the vehicle speed.
  • the area integrated value is calculated, and the number of times the short-term moving average and the long-term moving average are reversed during the monitoring period is counted to obtain the crossing count value, and the area integrated value is preset to the threshold value TH1.
  • the crossing count value is larger than the preset TH2
  • the abnormality determination device in the present embodiment calculates the misfire rate, which is the ratio of the number of misfire detections to the number of misfire determinations in a predetermined period, and determines that the misfire is abnormal when the misfire rate is larger than the misfire rate determination threshold TH3.
  • the misfire rate determination threshold value TH3 is obtained based on the ratio of the rough road traveling period determined to have traveled on the rough road by the rough road traveling determination device 2 in the predetermined period Tf to the predetermined period Tf. , It is possible to accurately detect that the vehicle has traveled on a rough road, and it is possible to make an accurate determination using this detection result.
  • the first ratio of the rough road traveling period determined to be traveling on the rough road by the rough road traveling determination device 2 in the predetermined period Tf is multiplied by the threshold value TH5.
  • the second intermediate value obtained by multiplying the median value of Tf by the second ratio of the period other than the rough road running period in the predetermined period Tf to the threshold value TH4, which is set as a value having a lower frequency of misfire than the threshold value TH5.
  • the sum of the first intermediate value and the second intermediate value is set as the misfire rate determination threshold value TH3. Therefore, an appropriate misfire rate determination threshold value TH3 can be set.
  • the present invention is not limited to the above-described embodiment in terms of type, shape, arrangement, number, etc. of members, and does not deviate from the gist of the invention, such as appropriately substituting its constituent elements with those having the same effect and effect. Of course, it can be changed as appropriate within the range.
  • the rough road traveling determination device and the abnormality determination device capable of accurately detecting that the vehicle is traveling on a rough road and making an accurate determination using this detection result. It is expected that it can be widely applied to a rough road traveling determination device and an abnormality determination device of a vehicle such as a saddle-type vehicle because of its general-purpose universal nature.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
PCT/JP2020/035266 2019-09-19 2020-09-17 悪路走行判定装置及び異常判定装置 WO2021054394A1 (ja)

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DE112020004472.6T DE112020004472T5 (de) 2019-09-19 2020-09-17 Beurteilungsvorrichtung für Fahrten auf unebener Straße und Anomalie-Beurteilungsvorrichtung

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JP2019170629A JP7169953B2 (ja) 2019-09-19 2019-09-19 悪路走行判定装置及び異常判定装置
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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1076865A (ja) * 1996-09-05 1998-03-24 Honda Motor Co Ltd 車両の駆動力制御装置
JP2000280882A (ja) * 1999-03-30 2000-10-10 Unisia Jecs Corp 車両の旋回状態判断装置
JP2001287634A (ja) * 2000-04-06 2001-10-16 Denso Corp 路面状態識別装置

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE373639B (sv) 1973-06-18 1975-02-10 M W Gustafson Anordning for att tillvarata energi som er bunden i vattnets vagrorelse eller sjohevning
JP2005337168A (ja) 2004-05-28 2005-12-08 Hitachi Ltd 悪路走行検出装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1076865A (ja) * 1996-09-05 1998-03-24 Honda Motor Co Ltd 車両の駆動力制御装置
JP2000280882A (ja) * 1999-03-30 2000-10-10 Unisia Jecs Corp 車両の旋回状態判断装置
JP2001287634A (ja) * 2000-04-06 2001-10-16 Denso Corp 路面状態識別装置

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JP2021046839A (ja) 2021-03-25
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