WO2021065204A1 - エンジン制御に用いられる圧力センサの応答性診断方法 - Google Patents

エンジン制御に用いられる圧力センサの応答性診断方法 Download PDF

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Publication number
WO2021065204A1
WO2021065204A1 PCT/JP2020/030272 JP2020030272W WO2021065204A1 WO 2021065204 A1 WO2021065204 A1 WO 2021065204A1 JP 2020030272 W JP2020030272 W JP 2020030272W WO 2021065204 A1 WO2021065204 A1 WO 2021065204A1
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WIPO (PCT)
Prior art keywords
pressure sensor
responsiveness
engine
engine control
pressure
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PCT/JP2020/030272
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English (en)
French (fr)
Japanese (ja)
Inventor
武相 瀧川
良太 足立
友宜 須藤
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株式会社ニッキ
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Publication of WO2021065204A1 publication Critical patent/WO2021065204A1/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
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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 method for diagnosing the responsiveness of a pressure sensor used for engine control in an intake system and an exhaust system of a spark-ignition engine.
  • an electronic control system has been used instead of mechanically opening and closing the throttle by operating the accelerator by the driver.
  • Electronically controlled throttle control devices that electronically open and close the throttle are widely used, and are described in, for example, JP-A-5-240073 and JP-A-2008-38872.
  • ECU electronice control unit device
  • Pressure sensors are used in the intake and exhaust systems to measure the pressure of the mixed gas and the pressure of the exhaust gas, and in particular, the pressure sensor of the exhaust system is contained in the exhaust gas, soot and unburned. There is a problem that the pressure cannot be measured accurately because the pressure measuring unit is blocked by a substance such as fuel or engine oil, and the engine cannot be controlled in the event of a failure.
  • the means for diagnosing the responsiveness of the pressure sensor used for engine control presented in these publications is an intake arranged in the intake manifold 2 of the engine, for example, as shown in FIG. 21 showing the intake manifold pressure sensor as a pressure sensor.
  • a manifold pressure sensor [Pmap] is connected to the ECU 3, input to the microcomputer 4, and engine control is performed based on the information of the intake manifold pressure sensor [Pmap].
  • the intake manifold pressure is performed inside the microcomputer 4.
  • the pressure sensor response diagnosis circuit 8 determines whether or not the responsiveness of the sensor [Pmap] ensures appropriate performance.
  • the throttle valve 6 is closed or opened, and then the other and then again.
  • the closing operation is performed a plurality of times at predetermined periods, and the difference in pressure detected by the intake manifold intake pressure sensor [Pmap] during one opening / closing operation is calculated as the pressure change amount, and the plurality of the above-mentioned By comparing the amount of change in pressure for each opening / closing operation, the responsiveness of the intake manifold pressure sensor [Pmap] is diagnosed.
  • the intake manifold pressure sensor [Pmap] in the diagnostic means shown in FIG. 21, it is arranged in the air upstream portion of the intake manifold pressure sensor [Pmap] as shown in FIG.
  • the time when the intake manifold pressure sensor [Pmap] starts up is measured from the time when the throttle valve 6 starts to open by detecting the opening sensor information signal (TH) of the throttle valve 6, and the time difference between the two is defined as ⁇ T1 as the response time.
  • TH opening sensor information signal
  • the trigger for starting the diagnosis is a transient condition of acceleration or deceleration, and various acceleration conditions are used in the implementation on a general public road in a vehicle. Therefore, there is a problem that uniform transient conditions may not be obtained, the diagnostic results vary widely, and it is difficult to judge the correct responsiveness of the pressure sensor.
  • the present invention has been made to solve the above problems, and various pressure sensors for preventing the pressure sensor used for engine control in the intake system or the exhaust system of the engine from being unable to measure accurately in advance.
  • An object of the present invention is to provide a responsiveness diagnostic method.
  • the present invention made to solve the above problems is a method for diagnosing responsiveness deterioration of a pressure sensor provided in an intake system or an exhaust system of an engine used for spark ignition type engine control, and is used when the engine is operating.
  • the pressure sensor signal information obtained by measuring the pressure sensor signal information, which is the pressure pulsation amplitude generated in the intake system or the exhaust system of the engine by the intake or exhaust accompanying the reciprocating movement of the piston, and converting it into an index value, is the normal pressure sensor signal information. It is characterized in that deterioration of responsiveness caused in the pressure sensor used for controlling the engine is diagnosed by comparing with the normal index value converted from the above.
  • the pressure sensor signal information which is the pressure pulsation amplitude generated in the intake system or the exhaust system of the measured engine is processed by the analog filter low-pass filter circuit arranged inside the engine control device and converted into an index value. By doing so, the pressure pulsation amplitude can be appropriately processed.
  • the pressure sensor signal information which is the measured pressure pulsation amplitude generated in the intake system or the exhaust system of the engine, is processed by a digital low-pass filter circuit arranged inside the engine control device and converted into an index value to obtain the pressure pulsation.
  • the amplitude can be processed more appropriately.
  • the processing by the digital low-pass filter circuit is performed by the pressure sensor from the pressure sensor signal information having high frequency vibration, the band passing filter and the absolute value processing, and the weighted averaging processing.
  • the present invention by updating the maximum value of the obtained index value during engine operation and evaluating this maximum value, not only specific operating conditions but also various operating conditions can be set as one index.
  • the number of measurements can be reduced by determining the deterioration of responsiveness.
  • the pressure sensor provided in the intake system or the exhaust system of the engine is a sensor in which pressure pulsation appears in steady operation, the determination of responsiveness deterioration is made from the index value without experiencing acceleration conditions or the like. It is possible to do.
  • the pressure sensor signal information which is the pressure pulsation amplitude generated in the intake system or the exhaust system of the measured engine is used as a low frequency band which is arranged inside the engine control device and removes a high frequency band unnecessary for engine control.
  • the present invention it is possible to diagnose an abnormal state of responsiveness of a pressure sensor in advance without complicating the structure of the pressure sensor, and in particular, specific acceleration / deceleration conditions are not always required as diagnostic conditions. Not only that, since there is a possibility that the responsiveness of the pressure sensor can be diagnosed even in the steady operation state, it is possible to diagnose the deterioration of the responsiveness of the pressure sensor with high accuracy and high diagnosis execution rate under the vehicle usage conditions.
  • FIG. 6 is a schematic view of a preferred embodiment when the present invention is carried out for an intake manifold pressure sensor [Pmap].
  • Intake pressure which is pressure sensor signal information, is pressure pulsation amplitude generated by intake air caused by the reciprocating movement of the piston of the intake manifold pressure sensor [Pmap] when the engine in the embodiment shown in FIG. 2 is in steady operation (idling operation).
  • Explanatory drawing which shows the time series data of [kPa].
  • the explanatory view which shows the index value of the pressure pulsation in the embodiment shown in FIG.
  • the measurement figure which shows an example of the design of the bandpass filter which extracts the amplitude from the pressure sensor signal used in this invention.
  • the explanatory view of the failure diagnosis method concerning the responsiveness of the pressure sensor in this invention The pressure amplitude and time series measurement figure of the responsiveness diagnosis in this embodiment of the fuel injection pressure sensor [Pinj] in a normal state.
  • the pressure amplitude and time series measurement diagram of the responsiveness diagnosis in this embodiment of the fuel injection pressure sensor [Pinj] in a state where the responsiveness is deteriorated corresponding to the time constant (Tc) 1.0 s.
  • FIG. 6 is a measurement diagram showing an execution result of a responsiveness diagnosis in a normal state according to an embodiment of the present invention in a fuel injection pressure sensor [Pinj] showing the characteristics shown in FIG. 7.
  • Execution result of responsiveness diagnosis when responsiveness deterioration corresponding to time constant (Tc) 0.1 s in the embodiment of the present invention is given to the fuel injection pressure sensor [Pinj] showing the characteristics shown in FIG.
  • FIG. 3 is a measurement diagram of pressure amplitude and time series of responsiveness diagnosis in the present embodiment of the intake manifold pressure sensor [Pmap] in a normal state.
  • FIG. 3 is a measurement diagram showing an execution result of a responsiveness diagnosis in a normal state according to an embodiment of the present invention in an intake manifold pressure sensor [Pmap] showing the characteristics shown in FIG.
  • Execution result of responsiveness diagnosis when responsiveness deterioration corresponding to time constant (Tc) 0.1s in the embodiment of the present invention is given to the intake manifold pressure sensor [Pmap] showing the characteristics shown in FIG.
  • the measurement diagram which shows.
  • Responsiveness diagnosis in the case of giving a responsiveness deterioration corresponding to a time constant (Tc) 0.1s in the embodiment of the present invention in the EGR valve upstream gas pressure sensor [Pegr] showing the characteristics shown in FIG. A measurement diagram showing the execution result.
  • Responsiveness diagnosis in the case of giving a responsiveness deterioration corresponding to a time constant (Tc) 1.0 s in the embodiment of the present invention in the EGR valve upstream gas pressure sensor [Pegr] showing the characteristics shown in FIG.
  • the present invention relates to an engine provided with an exhaust gas recirculation (Exhaust Gas Recirculation, hereinafter referred to as "EGR") device that uses exhaust gas as a gas to be mixed with fuel, for example, for the purpose of improving fuel efficiency, as shown in FIG.
  • EGR exhaust Gas Recirculation
  • the exhaust system pressure sensor such as the turbo outlet exhaust pressure sensor [Ptcout] and the EGR valve upstream pressure sensor [Pegr]
  • the intake system pressure sensor such as the intake manifold pressure sensor [Pmap] and the turbo upstream air.
  • pressure sensors used in various places used for engine control such as a pressure sensor [Pair], an upstream throttle pressure sensor [Pth], and a fuel injection pressure sensor [Pinj].
  • FIG. 2 shows a preferred embodiment of the intake manifold pressure sensor [Pmap] installed in the intake manifold 2 of the engine 1 among the pressure sensors when the present invention is implemented, and shows the intake manifold pressure.
  • the information of the sensor [Pmap] is input to the ECU 3 via the wire harness.
  • the ECU 3 is provided with an analog filter circuit 9 composed of electronic components for removing noise components unnecessary for engine control and a digital filter processing circuit 11 composed of software.
  • the filter unit used in this technology is equipped with a filter device consisting of an analog filter circuit 10 and a digital filter circuit 13 that can observe a high frequency band in order to detect engine pulsation components.
  • a failure diagnosis of responsiveness deterioration is performed based on this information, but by performing the failure diagnosis by the engine control processing circuit 5 based on the information obtained by providing the digital filter circuits 12 in parallel and performing the filter processing different from the diagnostic response processing. Even if the sensor input circuit is changed, engine control that is the same as before is possible.
  • FIG. 3 shows a time series of intake pressure [kPa], which is pressure sensor signal information consisting of pressure pulsation amplitude generated by intake air accompanying the reciprocating movement of the piston of the intake manifold pressure sensor [Pmap] when the engine is in steady operation (idling operation). It shows the data.
  • kPa pressure sensor signal information consisting of pressure pulsation amplitude generated by intake air accompanying the reciprocating movement of the piston of the intake manifold pressure sensor [Pmap] when the engine is in steady operation (idling operation). It shows the data.
  • each pressure sensor signal to be diagnosed in the present embodiment goes through a process of becoming a pressure sensor amplitude value (RES_AMP) through a band passage filter and absolute value processing, and the pressure sensor amplitude Since the value (RES_AMP) is superimposed as a high frequency component that includes not only the pressure pulsation that occurs constantly but also the transient change during acceleration / deceleration, appropriate smoothing processing is performed by weighted averaging processing. It is relatively easy to extract the response as a numerical value and update the maximum value by the maximum value update process in a specific driving cycle (for example, the entire section during operation from the engine start to the next engine start).
  • the pressure sensor responsiveness deterioration index (RES_IDX) can be obtained by quantifying the maximum response of the pressure sensor as an index value by various methods.
  • a bandpass filter that extracts the amplitude from each pressure sensor signal
  • Fig. 5 shows an example. It is characterized by improving the detection accuracy by removing DC components and electrical noise components that are unnecessary for responsiveness diagnosis by cutting 1 Hz or less in the low range and 10 Hz or more in the high range.
  • These bandpass filters can be implemented in a microcomputer with a relatively small amount of resources by using general finite impulse response (FIR) filter or infinite impulse response filter (IIR) filter technology. Needless to say.
  • the higher the responsiveness of the pressure sensor the higher the index value obtained here.
  • the index value changes depending on the pressure pulsation generated in the pressure sensor, so that the index value changes depending on the operating conditions. Will be affected.
  • a determination process for calculating flag information indicating experience is performed, and when this flag information is "true", the pressure sensor responsiveness deterioration index (RES_IDX) described above is obtained. It is possible to judge the correct responsiveness by making a judgment based on the responsiveness deterioration index (RES_IDX) of the pressure sensor.
  • the pressure sensor responsiveness deterioration index (RES_IDX) shows a high value, and if the responsiveness deteriorates, the pressure sensor responsiveness deterioration index (RES_IDX) shows a low value. Shown.
  • the pressure sensor responsiveness deterioration index (RES_IDX) is lower than the responsiveness failure diagnosis threshold and the logical product is determined as "true” (True) of the operating condition experience flag. It is logical that the value of the pressure sensor responsiveness deterioration index (RES_IDX) is higher than the responsiveness failure diagnosis threshold and the operating condition experience flag is "true” (True).
  • the sensor responsiveness is determined to be normal, and a failure diagnosis regarding the responsiveness of the pressure sensor is performed.
  • FIG. 7 shows the data when the fuel injection pressure sensor [Pinj] is operated in the World-wide Hamonized Transient Cycle test mode (hereinafter referred to as "WHTC test mode") on the engine table in a normal state.
  • the upper graph shows the data about the time series [s (seconds)] of the pressure pulsation [kPa] from the fuel injection pressure sensor [Pinj], which is determined in the WHTC test mode starting from the engine stopped state. Each steady and transient operation is carried out.
  • the graph shown in the lower part of FIG. 7 shows the fuel injection pressure sensor signal, which is a vibration component observed by the operation of the fuel injection valve in the idle operation state of interest in the upper graph, subjected to a short-time fast Fourier transform.
  • the horizontal axis is the time axis
  • the vertical axis is the frequency band.
  • the middle graph in FIG. 7 shows the amplitude of the frequency band in the lower graph by shading, and the lighter the color, the larger the vibration.
  • FIG. 8 and 9 show the results of intentionally deteriorating the responsiveness of the fuel injection pressure sensor [Pinj] in the fuel injection pressure sensor signal of the fuel injection pressure sensor [Pinj] showing the characteristics shown in FIG. 7.
  • the high frequency component decreases when the responsiveness of the fuel injection pressure sensor deteriorates as a whole even under operating conditions other than the idle condition.
  • FIG. 10 to 12 show the execution result of the responsiveness diagnosis according to the embodiment of the present invention in the fuel injection pressure sensor [Pinj] showing the characteristics shown in FIG. 7, and FIG. 10 shows the diagnosis of the normal state.
  • FIG. 11 shows the execution result
  • the diagnosis execution result when is given is shown respectively.
  • the elapsed time tends to be saturated to almost a constant value in about 600 s. This can be determined by utilizing the flag information of the driving area experience determination process in the above-mentioned diagnostic program because it is known that various operating conditions have been experienced.
  • 13 to 16 show the operation of the embodiment of the present invention when the intake manifold pressure sensor [Pmap] is adopted as the pressure sensor.
  • FIG. 13 shows the data according to the embodiment of the present invention when the intake manifold pressure sensor [Pmap] is operated in the WHTC test mode on the engine table in a normal state, and the upper graph shows the intake manifold pressure. It shows the data for the time series [s (seconds)] of the pressure pulsation [kPa] from the sensor [Pmap], starting from the engine stopped state and each steady and transient defined in the WHTC test mode. The operation is being carried out.
  • harmonics of about 300 Hz can be observed due to pressure pulsation, but the amplitude is small and deterioration cannot be determined. Further, in the steady operation region of high rotation and high load in the latter half of the mode, the harmonic component due to the pressure amplitude can be observed in the same manner, but the amplitude is small and the deterioration cannot be judged only by this information.
  • FIGS. 14 to 16 show the observation results of the embodiment of the present invention when the intake manifold pressure sensor [Pint] is used as the pressure sensor in the present invention.
  • FIG. 14 shows the diagnosis execution result in the normal state
  • the results of executing the diagnosis when the responsiveness deterioration corresponding to 0 s is given are shown respectively.
  • FIG. 14 which is the execution result of the response performance diagnosis with the normal intake manifold pressure sensor [Pmap]
  • the amplitude value (RES_AMP) of the pressure sensor shows near 0 in the idle state, and the high rotation and high load in the latter half. Since it is also small in the steady operation region of the above, it can be understood that the responsiveness deterioration cannot be determined using the information of the pressure sensor responsiveness deterioration index (RES_IDX). Focusing on the information of the pressure sensor responsiveness deterioration index (RES_IDX) calculated by the diagnostic program, the pressure sensor responsiveness deterioration index (RES_IDX) of the intake manifold pressure sensor [Pmap] is up to around 80 at the end of the test mode. You can see that it is rising.
  • the amplitude value (RES_AMP) of the pressure sensor in the idle state and the high-speed / high-load steady-state operation region in the latter half is not different from that of the normal intake manifold pressure sensor, and the amplitude value of the pressure sensor (RES_AMP) responds even when the pressure sensor is operated. Sexual deterioration cannot be determined.
  • the determination means is the same as that of the embodiment of the fuel injection pressure sensor [Pinj] shown in FIGS. 10 to 13, and the description thereof will be omitted.
  • FIGS. 17 to 20 will explain the operation in the embodiment of the invention when the EGR valve upstream gas pressure sensor [Pegr] is adopted as the pressure sensor.
  • FIG. 17 shows the data when the WHTC test mode on the engine table is operated in the normal state of the EGR valve upstream gas pressure sensor [Pegr], and the upper graph is from the EGR valve upstream gas pressure sensor [Pegr].
  • the time series data of the pressure pulsation [kPa] is shown, and the lower part of the graph shows the frequency and amplitude component of the EGR valve upstream gas pressure sensor [Pegr] on the same time axis as the upper part.
  • the EGR valve upstream gas pressure sensor [Pegr] can observe harmonics of about 40 Hz in idle operation, but the amplitude is small and relatively large in the high rotation and high load steady operation range in the latter half of the mode. The pressure amplitude can be observed.
  • FIGS. 18 to 20 show the execution results of the responsiveness diagnosis when the present invention is carried out for the EGR valve upstream gas pressure sensor [Pegr] having the pressure vibration shown in FIG.
  • FIG. 18 shows the diagnosis execution result in the normal state
  • the diagnosis execution results when the responsiveness deterioration corresponding to 1.0 s is given are shown respectively.
  • the amplitude value (RES_AMP) of the pressure sensor hardly changes, and the amplitude of the pressure sensor. Judgment by value (RES_AMP) is difficult.
  • the determination means is the same as that of the embodiment of the fuel injection pressure sensor [Pinj] shown in FIGS. 10 to 12, and the description thereof will be omitted.
  • the pulsating component superimposed on the pressure sensor is measured, the pressure amplitude is converted into an index value by a simple filter signal processing, and the pressure is determined in combination with the experience flag of the operating condition.
  • Specific acceleration / deceleration conditions are not always required for diagnostic conditions, and in addition, the responsiveness of the pressure sensor may be diagnosed even in steady operation conditions, so accuracy is high and under vehicle usage conditions. It is possible to provide a deterioration diagnosis of the response performance of a pressure sensor having a high diagnosis execution rate.
  • 1 engine 1 engine, 2 intake manifold, 3 ECU, 4 microcomputer, 5 engine control processing circuit, 6 throttle valve, 7 throttle valve opening sensor, 8 pressure sensor failure diagnosis circuit, 9, 10 analog filter circuit, 11, 12, 13 Digital filter circuit, Pinj fuel injection pressure sensor, Ptcout turbo outlet exhaust pressure sensor, Pmap intake manifold pressure sensor, Pair turbo upstream air pressure sensor, Pth throttle upstream pressure sensor

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
PCT/JP2020/030272 2019-09-30 2020-08-06 エンジン制御に用いられる圧力センサの応答性診断方法 WO2021065204A1 (ja)

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JP2019179409A JP7129091B2 (ja) 2019-09-30 2019-09-30 エンジン制御に用いられる圧力センサの応答性診断方法

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01151754A (ja) * 1987-12-07 1989-06-14 Aisan Ind Co Ltd 吸気管圧力計測装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4565065B2 (ja) 2003-03-03 2010-10-20 典孝 松尾 エンジンの吸入空気流量計測装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01151754A (ja) * 1987-12-07 1989-06-14 Aisan Ind Co Ltd 吸気管圧力計測装置

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