[go: up one dir, main page]

WO2008007720A1 - Dispositif de détermination de défaillance et dispositif de sécurité pour un système de moteur à combustion interne - Google Patents

Dispositif de détermination de défaillance et dispositif de sécurité pour un système de moteur à combustion interne Download PDF

Info

Publication number
WO2008007720A1
WO2008007720A1 PCT/JP2007/063864 JP2007063864W WO2008007720A1 WO 2008007720 A1 WO2008007720 A1 WO 2008007720A1 JP 2007063864 W JP2007063864 W JP 2007063864W WO 2008007720 A1 WO2008007720 A1 WO 2008007720A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
failure
pulse
pulse supercharging
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2007/063864
Other languages
English (en)
Japanese (ja)
Inventor
Seitaro Misawa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2008524830A priority Critical patent/JP4715923B2/ja
Priority to CN2007800260721A priority patent/CN101490383B/zh
Priority to DE112007001644T priority patent/DE112007001644T5/de
Publication of WO2008007720A1 publication Critical patent/WO2008007720A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/08—Modifying distribution valve timing for charging purposes
    • F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a failure determination device and a safety device for an internal combustion engine system, and more particularly to a failure determination device and a safety device for an internal combustion engine system having a pulse supercharging device.
  • pulse supercharging means for performing pulse supercharging by connecting and shielding the intake passage to an intake passage upstream of the intake valve. If the pulse supercharging means shields the intake passage fully closed when performing intake in the intake stroke, the negative pressure in the combustion chamber will increase even after the intake valve opens. Further, when the pulse supercharging means communicates the intake passage fully open with the negative pressure increased, the flow velocity of the intake air flowing into the combustion chamber is increased. At this time, the intake air flows into the combustion chamber all at once, so a kind of inertia supercharging effect is obtained. Pulse supercharging is performed by connecting and shielding the intake passage in this way, and has characteristics such as excellent responsiveness compared to supercharging by an exhaust drive supercharger, for example.
  • Patent Document 1 discloses a configuration example of pulse supercharging means.
  • a throttle valve is a constituent element, and an internal combustion engine that controls the opening of a slot valve and the opening timing of an intake control valve (corresponding to a pulse supercharging means) according to the load of the internal combustion engine. Intake control devices have been proposed.
  • Patent Document 1 Japanese Patent Laid-Open No. 2000-248946
  • Patent Document 2 Japanese Patent Laid-Open No. 2005-61285
  • pulse supercharging is performed as described above, the following problems occur when a failure related to pulse supercharging occurs.
  • the pulse supercharging means is fully closed and the flow path is shielded, the intake air will not be supplied into the cylinder, so the intake air will be insufficient and combustion will not be possible.
  • the combustion state between the cylinders becomes unbalanced, so the vibration of the internal combustion engine becomes large and the emission is also bad.
  • the torque of the internal combustion engine also decreases, so the driver depresses the accelerator pedal more, and only fuel is injected into the misfired cylinder, resulting in poor fuel consumption. To do.
  • An object of the present invention is to provide a failure determination device for an internal combustion engine system, and a safety device for the internal combustion engine system that enables the vehicle to suitably retreat according to the failure state and degree of failure related to the pulse supercharging means. .
  • An internal combustion engine system configured to include a pulse supercharging unit that communicates, shields, and performs pulse supercharging, and is a failure determination device for an internal combustion engine system that determines a failure related to pulse supercharging. And a pulse supercharging failure determination means for determining the presence or absence of a failure related to the pressure supercharging based on the combustion state of each cylinder of the internal combustion engine.
  • a failure related to pulse supercharging occurs here, the combustion state of the cylinder corresponding to the failed pulse supercharging means is different from that of other cylinders because the pulse supercharging is not performed as intended. It will be different from the combustion state. According to the present invention that focuses on such a phenomenon, it is possible to determine whether or not there is a failure related to “no” or “supercharging”.
  • the present invention provides an operation state in which the pulse supercharging failure determining means is controlled so that the pulse supercharging means performs pulse supercharging, and an operation in which the pulse supercharging means is not controlled to perform pulse supercharging.
  • the present invention may further include a failure state determination unit that determines a failure state of a failure related to pulse supercharging when the pulse supercharging failure determination unit determines that there is a failure related to pulse supercharging. According to the present invention, it is possible to take an appropriate action according to the determined failure state.
  • the combustion state of each cylinder of the internal combustion engine may be detected by a combustion pressure using a combustion pressure sensor.
  • detecting the combustion state specifically, for example, it is preferable to detect the combustion state by using the combustion pressure sensor as in the present invention.
  • the present invention is an internal combustion engine system that includes an internal combustion engine and pulse supercharging means that communicates and shields an intake passage upstream of the intake valve of the internal combustion engine to perform pulse supercharging.
  • a safety device for an internal combustion engine system for enabling a vehicle equipped with the internal combustion engine system to retreat when a failure related to the pulse supercharging occurs, the failure of the failure related to the pulse supercharging Depending on the state, the conditions for retreating the vehicle are determined.
  • the evacuation travel condition determining means is provided.
  • a warning lamp is turned on for conditions for retreating the vehicle (hereinafter also simply referred to as retreat travel conditions).
  • retreat travel conditions conditions for retreating the vehicle
  • the driver can know the occurrence of such a failure, and the vehicle can be evacuated.
  • the warning light is turned on in this way, it is possible to promptly receive maintenance at a service factory or the like, and if it is a minor failure, it is possible to run by itself and receive maintenance.
  • the use of means for notifying the driver of the fault as the evacuation driving condition is not limited to turning on the warning light. For example, it is notified by voice or using a display unit of a so-called navigation system. For example, an appropriate means may be used.
  • the total amount of the fuel injection amount for the internal combustion engine is further limited to the retreat travel condition, for example. And stopping the fuel injection to the cylinder corresponding to the failed pulse supercharging means can suppress the influence of the failure to the situation such as damage to the internal combustion.
  • the vehicle can be evacuated to a safe place. That is, according to the present invention, the vehicle can be suitably retreated according to the failure state in this way.
  • the evacuation travel condition determining means includes a pulse in which a closed failure occurs in the pulse supercharging means. It is preferable to determine that prohibiting fuel injection into the cylinder corresponding to the supercharging means and limiting the total amount of fuel injection to the internal combustion engine as conditions for retreating the vehicle.
  • the present invention is an internal combustion engine system configured to include an internal combustion engine and pulse supercharging means that communicates and shields an intake passage upstream of the intake valve of the internal combustion engine to perform pulse supercharging.
  • a failure determination device for an internal combustion engine system that determines a failure related to pulse supercharging, a detected value detected for a predetermined state of the internal combustion engine system that changes according to an operation of the pulse supercharging means; When there is no failure related to the detected value and pulse supercharging Further, it is characterized by comprising a pulse supercharging failure determination means for determining a failure related to pulse supercharging by comparing with a predicted value predicted according to the state of the internal combustion engine system.
  • the detected value detected for the predetermined state is no. It can be said that there is a correlation with the failure related to the supercharging. Therefore, by comparing this detected value with the predicted value predicted when there is no failure related to pulse supercharging, it is possible to determine whether or not there is a failure related to pulse supercharging.
  • the present invention focuses on this point, and according to the present invention, it is possible to determine a failure related to pulse supercharging. Further, according to the present invention, it is possible to notify the driver about the occurrence of a failure relating to the pulse supercharging means by turning on a warning lamp based on the determination result.
  • the predetermined state of the internal combustion engine system that changes according to the operation of the pulse supercharging means is the state of the pulse supercharging means
  • the detected value is the pulse supercharging means. It may be the time required for the operation of the supply means communicating with the intake passage.
  • the pulse supercharging failure determination means compares the detected value with the predicted value, thereby determining the response delay when the intake passage is connected to the pulse supercharging means. It is preferable to make the determination.
  • this response delay is specifically generated based on, for example, a malfunction due to the astringency of the pulse supercharging means. Therefore, according to the present invention, specifically, a malfunction due to the astringency of the pulse supercharging means is included in the response delay. Judgment is possible.
  • the pulse supercharging failure determination means determines that the pulse supercharging means has a response delay
  • the pulse supercharging failure determination means further includes a failure degree determination means for determining the degree of the response delay. It is. This makes it possible to apply different file-safe controls depending on the degree of response delay.
  • the present invention is a safety device for an internal combustion engine system used together with the failure determination device for an internal combustion engine system according to claim 10, wherein the failure degree determination means determines that the degree of response delay is slight.
  • the control operation of the pulse supercharging means related to A control operation correcting means for correcting is provided.
  • the case where the degree of response delay is slight means that even if there is a response delay, the degree of delay is such that a desired amount of air can be secured by correcting the control operation of the pulse supercharging means. Means the case. This point, no ,. If there is a delay in response to the loss supercharging means, the torque of the internal combustion engine will drop if the fuel injection is prohibited or the fuel injection amount is limited, even if the degree is slight. There is a risk that the driver who tries to evacuate the vehicle will have a disadvantageous result. However, in this state, the combustion state between the cylinders becomes unbalanced, and as a result, the vibration of the internal combustion engine and the exhaust emission are allowed to deteriorate.
  • the present invention it is possible to suppress the deterioration of the vibration and exhaust emission of the internal combustion engine by correcting the control operation of the pulse supercharging means so that a desired air amount can be secured.
  • “used together with” in the claims includes a case where the failure determination device of the internal system and the safety device of the internal combustion engine system are realized by the same control device, for example.
  • the present invention is a safety device for an internal combustion engine system used together with the failure determination device for an internal combustion engine system according to claim 10, wherein the failure level determination means determines that the response delay level is not mild.
  • a fuel injection amount limiting means for limiting the amount of fuel injected into the cylinder corresponding to at least the pulse supercharging means related to the determination. According to the present invention, even when the degree of response delay is not mild, the degree of unbalance in the combustion state between the cylinders can be reduced by limiting the fuel injection amount. It is possible to evacuate the vehicle while suppressing adverse effects of the emission.
  • the present invention further includes a control operation correction unit that corrects the control operation of the pulse supercharging unit according to the determination when the failure level determination unit determines that the response delay is not mild. Good.
  • the desired amount of air is corrected by correcting the control operation.
  • the predetermined state of the internal combustion engine system that changes in response to the operation of the pulse supercharging means is a state of the intake passage downstream of the pulse supercharging means, and the detection value is The pressure corresponding to when the pulse supercharging means communicates with the intake passage may be used.
  • the pulse supercharging failure determination means compares the detected value with the predicted value, thereby preventing a sealing failure when the intake passage related to the pulse supercharging means is shielded. It is preferable to determine.
  • this sealing failure occurs due to, for example, sticking of deposits to the pulse supercharging means or penetration of foreign matter, according to the present invention, specifically, sticking of deposits to the pulse supercharging means. It can be judged in a form that includes stagnation of foreign substances and foreign objects.
  • the pulse supercharging failure determining means may further comprise a failure degree determining means for determining the degree of the sealing failure when it is determined that the pulse supercharging means has a sealing failure. Is preferred. This makes it possible to apply different fail-safe controls depending on the degree of sealing failure.
  • the present invention is a safety device for an internal combustion engine system used together with the failure determination device for an internal combustion engine system according to claim 15, wherein the failure determination means determines that the degree of sealing failure is not mild.
  • the panorless supercharging control prohibiting means for prohibiting the control for performing the pulse supercharging by the pulse supercharging means according to the determination, and the injection amount of the fuel to be injected into at least the cylinder corresponding to the pulse supercharging means according to the determination
  • a fuel injection amount limiting means for limiting the fuel consumption.
  • the degree of sealing failure is slight means that even if there is a sealing failure, the degree is such that the desired amount of air can be secured by pulse supercharging. .
  • the pulse supercharging control is prohibited and the fuel injection amount is restricted, thereby reducing the degree of unbalance in the combustion state between the cylinders. Can reduce the internal combustion engine vibration and air emissions.
  • the vehicle can be evacuated while suppressing the deterioration of the vehicle.
  • the degree of sealing failure is mild, no special control is performed. Therefore, pulse supercharging is continuously performed by the pulse supercharging means in which a slight sealing failure has occurred. Can do. Therefore, according to the present invention, it can be avoided that a driver who has noticed the occurrence of a failure by turning on a warning light or the like causes the vehicle to retreat and travels unfavorably.
  • the pulse supercharging control prohibiting means prohibits the control for performing the pulse supercharging by the pulse supercharging means related to the determination, and further provides the pulse supercharging means related to the determination so as to communicate with the intake passage. It is preferable to control. This makes it possible to secure a larger amount of air so that the pulse supercharging means related to the determination does not interfere with intake. In this case, the degree of restriction on the fuel injection amount can be relaxed, so that the output of the internal combustion engine can be ensured to be larger, and therefore, the vehicle can be retreated more favorably.
  • the present invention provides the internal combustion engine in which a predetermined state of the internal combustion engine system that changes according to the operation of the pulse supercharging means is burned in a cylinder corresponding to the pulse supercharging means to be determined.
  • the detected value may be a torque correlation value having a correlation with a torque generated when combustion is performed in a cylinder corresponding to the pulse supercharging means to be determined.
  • the pulse supercharging failure determination means compares the detected value with the predicted value to determine whether the pulse supercharging means has a closed failure (pulse It is preferable to determine whether or not the supercharging means remains in a state of shielding the intake passage. .
  • the present invention is also a safety device for an internal combustion engine system used together with the failure determination device for an internal combustion engine system according to claim 18, wherein the pulse supercharging failure determination means has a closed failure in the pulse supercharging means.
  • a fuel injection prohibiting means for prohibiting fuel injection into a cylinder corresponding to the pulse supercharging means according to the determination, and a fuel injection amount restriction for limiting a total amount of fuel injection to the internal combustion engine. Means.
  • the fuel injection amount is prohibited and limited as described above, so that the influence of the failure can be prevented from reaching a situation such as damage to the internal combustion engine. Can be evacuated to a safe place.
  • a failure determination apparatus for an internal combustion engine system capable of determining a failure related to pulse supercharging, a failure state of the failure, a failure related to pulse supercharging, and a degree of the failure, and a pulse It is possible to provide a safety device for an internal combustion engine system that enables the vehicle to suitably retreat according to the failure state or degree of the failure relating to the supercharging means.
  • FIG. 1 is a diagram schematically showing an ECU 1 A together with an internal combustion engine system 10 OA.
  • FIG. 2 is a flowchart showing processing performed by ECU 1 A.
  • FIG. 3 is a flowchart showing an inter-cylinder abnormality discrimination function.
  • FIG. 4 is a flowchart showing a pulse charge abnormality handling function.
  • FIG. 5 is a flowchart showing a process performed by ECU 1 A in response to a case where the failure state is a disconnection related to pulse charge valve 15 A.
  • FIG. 6 is a diagram showing an example of a change in combustion pressure in accordance with a change in crank angle.
  • FIG. 7 is a diagram schematically showing a change in opening when the pulse charge valve 15 B is operated.
  • FIG. 8 is a diagram schematically showing a change in opening of the pulse charge valve 15 B after correction.
  • FIG. 9 is a diagram schematically showing map data of a pulse change use region.
  • FIG. 10 is a flowchart showing processing performed by ECU 1 B.
  • FIG. 11 is a flowchart showing a malfunction detection function defined as a subroutine.
  • FIG. 12 is a flowchart showing a function corresponding to a failure in pulse charge operation defined as a subroutine.
  • FIG. 13 is a diagram schematically showing a change in port pressure during a pulse charge valve 15 C operation together with a change in opening.
  • FIG. 14 is a diagram schematically showing a change in port pressure when a pulse charge valve 15 C is operated together with a change in opening when a sealing failure has occurred.
  • FIG. 15 is a diagram showing a process performed by ECU 1 C in a flowchart.
  • FIG. 16 is a flowchart showing a malfunction detection function defined as a subroutine.
  • FIG. 18 is a diagram showing a failure related to pulse supercharging in an analysis table.
  • FIG. 1 schematically shows a failure determination device and a safety device for an internal combustion engine system according to the present embodiment realized by an ECU (Electronic Control Unit) 1 A together with the internal combustion engine system 100.
  • ECU Electronic Control Unit
  • the internal combustion engine system 100 includes an intake system 10, an air system 20, a weft composite machine 30, an exhaust gas recirculation system 40, and an internal combustion engine 5 OA.
  • P air system 10 includes an air cleaner (not shown), an air flow meter 11, an intercooler 12, a diesel throttle 13, an intake port communicating with each cylinder of the internal combustion engine 50A, an intake hold 14 and a pulse charge.
  • the valve 15A has an intake pipe or the like appropriately disposed between these components.
  • the air flow meter 11 includes a air flow sensor 11a and an atmospheric temperature sensor 11b.
  • the air flow meter 11 measures the intake flow rate and outputs a signal corresponding to the measured intake flow rate.
  • the intercooler 12 is configured to cool the intake air compressed by the supercharger 30.
  • the diesel throttle 13 is configured to adjust the total intake flow rate supplied to the internal combustion engine 50 A under the control of the ECU 1 A.
  • the intake manifold is configured to distribute intake air to each cylinder of the internal combustion engine 50A. Further, a connecting pipe constituting an exhaust gas recirculation system 40, which will be described later, is connected to the upstream side of the intake manifold.
  • the pulse charge valve 15A is individually disposed in each intake passage corresponding to each cylinder of the intake manifold.
  • the pulse charge valve 15A is configured to perform pulse supercharging by communicating and shielding the intake passage.
  • the pulse charge valve 15A has a valve body 15Aa and an actuator 15Ab.
  • the valve body 15 Aa is rotatably disposed in the intake passage via the valve shaft.
  • the valve shafts of the pulse change valves 15A are independent of each other, and the actuators 15Ab are individually connected to the valve shafts.
  • the actuator 15 Ab drives the valve shaft under the control of the ECU 1A, whereby the valve body 15Aa is controlled to perform pulse supercharging.
  • a step motor is employed for this actuator 15 Ab, but the present invention is not limited to this, and any other suitable actuator may be applied as the actuator 15 Ab.
  • the actuator 15 Ab includes a valve state detection sensor (not shown). This valve state detection sensor detects a state in which the valve body 15 Aa shields the flow path fully closed.
  • the pulse charge valve 15 A realizes a pulse supercharging means.
  • the exhaust system 20 includes an exhaust port and an exhaust hold 21 communicating with each cylinder of the internal combustion engine 50 A, a catalyst and a silencer (not shown), and an exhaust pipe appropriately disposed between these components. It is configured.
  • the exhaust manifold hold is a structure for merging the exhaust from each cylinder, and the exhaust passage branched corresponding to each cylinder is gathered into one exhaust passage on the downstream side.
  • the exhaust pipe is connected to a connection pipe constituting an exhaust gas recirculation system 40 described later.
  • the turbocharger 3 is a variable capacity turbocharger, and includes a compressor rotor 31, a turbine bin rotor 32, a VN (Variable Nozzle) 33, and a VN actuator 34.
  • the supercharger 30 is arranged such that a compressor section that houses the compressor rotor 31 is interposed in the intake system 10 and a turbine section S exhaust system 20 that houses the turbine rotor 32.
  • the compressor rotor 31 and the turbine rotor 32 are connected by a rotating shaft 35.
  • the turbocharger 30 has VN 33 in the turbine section.
  • VN33 is a configuration for changing the turbine capacity.
  • the VN actuator 34 is configured to drive the VN 33 under the control of the ECU 1A.
  • the turbocharger 30 is realized by a variable capacity turbocharger having a structure in which a plurality of VNs 33 are provided around the outer periphery of the turbine rotor 32.
  • the flow path for guiding the exhaust to the turbine rotor 32 is between each adjacent VN 33.
  • the turbine capacity is changed by simultaneously changing the area of each of these flow paths with VN 33.
  • the supercharger 30 may be, for example, a variable capacity turbocharger having a structure in which a variable nozzle for changing the flow passage area of the scroll inlet is provided at the scoop hole inlet of the turbine bin.
  • the turbocharger 30 may be a turbocharger other than the variable capacity turbocharger.
  • the air reflux system 40 is configured to have an EGR (EXhaust gas recirculation) cooler 41, an EGR pulp 42, and a connecting pipe or the like appropriately disposed therebetween.
  • the EGR cooler 41 is configured to cool the exhaust gas that is recirculated.
  • the EGR valve 42 is configured to perform exhaust gas recirculation.
  • the EGR valve 42 is controlled by E C U 1 A and blocks the flow path.
  • the internal combustion engine 5 OA includes a cylinder block 51, a cylinder head (not shown), a piston 52, a fuel injection valve 53, a glow plug 54, a combustion pressure sensor 55, a camshaft 56, and a connecting rod 57.
  • a crank shaft 58 and an oil pan 59 are provided.
  • the internal combustion engine 50A shown in this embodiment is an in-line four-cylinder diesel engine.
  • the present invention is not limited to this, and the internal combustion engine 5 OA is not particularly limited as long as it is an internal combustion engine capable of implementing the present invention, and may be another appropriate internal combustion engine such as a gasoline engine.
  • the internal combustion engine 5 OA may have other appropriate cylinder arrangement structure and number of cylinders.
  • the main part of the cylinder 51a is shown as a representative of the internal combustion engine 50A, but in this embodiment, the other cylinders have the same structure.
  • the cylinder mouthpiece 51 is formed with a substantially cylindrical cylinder 51a.
  • a piston 52 is accommodated in the cylinder 51a.
  • a cylinder head is fixed to the upper surface of the cylinder block 51.
  • the combustion chamber (not shown) is formed as a space surrounded by the cylinder block 51, the cylinder head, and the biston 52.
  • the cylinder head has an exhaust port for exhausting the burned gas from the combustion chamber.
  • An intake valve and an exhaust valve are provided.
  • the internal combustion engine 5 OA may have an intake / exhaust valve structure including an appropriate number of intake / exhaust valves per cylinder.
  • the fuel injection valve 53 is in a state where the injection hole projects from the substantially upper center of the combustion chamber into the combustion chamber.
  • the cylinder head is disposed.
  • the fuel injection valve 53 is configured to inject fuel, and is opened at an appropriate fuel injection timing and injects fuel under the control of the ECU 1A.
  • the fuel injection amount is adjusted by the length of the valve opening time until the fuel injection valve 53 is closed under the control of the ECU 1A.
  • the fuel injection pressure is adjusted by a fuel injection pump (not shown), and the fuel injection pump adjusts the injection pressure to an appropriate injection pressure under the control of ECU 1A.
  • the glow plug 54 is configured to warm the combustion chamber at the start of the internal combustion engine 5 OA and improve the spontaneous ignition of the fuel.
  • the combustion pressure sensor 55 is configured to detect combustion pressure (hereinafter also referred to as in-cylinder pressure), and detects the combustion pressure generated by combustion.
  • the camshaft 5 6 includes a cam (not shown) and rotates in synchronization with the rotation of the crankshaft 5 8. As the cam shaft 56 rotates, the cam opens and closes the intake and exhaust valves as appropriate.
  • the camshaft 56 is provided with a detection member (not shown) provided with a dog 56a for detection by the cylinder discrimination sensor 60.
  • the cylinder is discriminated based on the output signal from this cylinder discrimination sensor 60 and the crank angle sensor 61 that generates an output pulse proportional to the rotational speed NE, and the top dead center of each cylinder is determined. recognize. An appropriate valve mechanism that is not shown may be applied.
  • the biston 52 is connected to the crankshaft 58 via a connecting rod 57, and the reciprocating motion of the piston 52 is converted into rotational motion by the crankshaft 58.
  • the oil pan 59 is a structure for storing lubricating oil, and is fixed to the lower part of the cylinder block 51.
  • the internal combustion engine 5 OA includes various sensors such as the combustion pressure sensor 55, the cylinder discrimination sensor 60, the crank angle sensor 61, and the water temperature sensor 62 for detecting the water temperature of the internal combustion engine 5 OA. Is arranged.
  • the ECU 1 A includes a CPU (Centra 1 Processing Unit: Central Processing Unit), ROM (Rad On Only Memory), RAM (R and om Access Memory) (not shown) It has an output circuit.
  • the ECU 1 A is mainly configured to control the internal combustion engine 50 A.
  • the electric motor 1 3 b is the actuator 1 5 Ab in addition to the fuel injection valve 53, the glow plug 54 and the fuel injection pump.
  • VN actuator 34 and EGR pulp 42 are controlled.
  • the ECU 1 A is connected to various control objects via a drive circuit (not shown).
  • ECU 1 A has a throttle opening sensor.
  • Valve state detection sensor airflow sensor 1 1 a, atmospheric temperature sensor 1 1 b, combustion pressure sensor 5 5, cylinder discrimination sensor 60, crank angle sensor 61, water temperature sensor 6 2, etc. Sensors are connected. For convenience of illustration, these connections are omitted as appropriate.
  • the ROM is configured to store a program in which various processes executed by the CPU are described.
  • the ROM controls the injection timing, injection amount, and injection pressure of the fuel injected from the fuel injection valve 53.
  • the pulse charge valve for pulse supercharging 15 and the combustion program for each cylinder of the internal combustion engine 5 OA When it is determined that there is a failure related to pulse supercharging based on a pulse supercharging failure determination program for determining whether there is a failure related to pulse supercharging based on the status or a program for determining pulse supercharging failure
  • a failure state determination program for determining a failure state of a failure related to pulse supercharging, a fuel injection amount limiting program, a fuel injection stop program, Such as the decision for the program is also stored.
  • these programs may be combined together.
  • the pulse supercharging failure determination program is based on the combustion state of each cylinder of the internal combustion engine 5 OA, and the operation state in which the pulse charge valve 15 A is controlled to perform pulse supercharging (hereinafter simply referred to as the Combustion state between cylinders is determined based on the operation state where the pulse charge valve 15 A is not controlled to perform pulse supercharging (hereinafter also simply referred to as “outside the pulse charge use region”). Therefore, it is created to determine whether or not the power is a failure related to pulse supercharging.
  • the combustion state of each cylinder of the internal combustion engine 5 OA is detected by the combustion pressure by the combustion pressure sensor 55, and it is determined whether there is an abnormality in the combustion pressure (hereinafter also referred to as cylinder abnormality). The combustion state is determined.
  • the failure state determination program is a state in which the pulse change valve 15 A in which the failure state is determined to be failure is in a state where the flow path is fully closed (hereinafter also referred to simply as a closed failure). And a program for detecting disconnection of the pulse charge valve 15 A. Not limited to this, but for example, the pulse charge valve 15 that has been determined to be faulty.
  • the charge valve 15 may be configured to have a program for judging A A jam or catching. In this case, it is preferable to create these programs so as to estimate the failure state based on, for example, the magnitude of the combustion pressure determined to be abnormal or the frequency of occurrence of abnormality in the combustion pressure.
  • the pulse charge valve 15 A is fully opened at high speed when pulse supercharging is performed, and the valve body 15 A is driven when fully closed. You don't need to do it.
  • a valve state detection sensor that can detect not only the fully closed state but also the shielding degree of the flow path, the flow of the pulse charge valve 15 A that has been determined to be faulty based on the output signal of this sensor. It is also possible to determine the degree of road blocking.
  • the fuel injection amount limiting program is a program for limiting the total amount of fuel injection for the internal combustion engine 50A.
  • the fuel injection stopping program is a program for stopping the fuel injection to the cylinder corresponding to the pulse charge valve 15 A determined to have failed. Note that these programs may be configured as a part of the fuel injection valve control program.
  • the evacuation travel condition determination program is a program for determining the evacuation travel condition according to the failure state of the failure related to pulse supercharging determined based on the failure state determination program. In this embodiment, the evacuation traveling conditions are set as follows.
  • the failure state is a closed failure
  • the warning and engine check lamp which is a warning light
  • the evacuation travel condition is to stop fuel injection into the cylinder corresponding to the pulse charge valve 15 A.
  • the failure state is a disconnection related to the pulse charge valve 15 A, turning on the diagnosis / engine check lamp and limiting the total amount of fuel injection to the internal combustion engine 50 A. This is the evacuation driving condition.
  • the evacuation driving condition is to turn on the diagnosis / engine check lamp.
  • the failure condition classification and the evacuation traveling conditions corresponding to the failure condition classification are not limited to these, and may be appropriate.
  • CPU, ROM, RAM hereinafter simply referred to as CPU, etc.
  • CPU, etc. CPU, etc.
  • the internal combustion engine 50 control program realize various detection means, judgment means, control means, etc.
  • CPU and pulse supercharge failure judgment program As for the supercharging failure determination means, the failure state determination means is realized by the CPU and the like and the failure state determination program, and the evacuation travel condition determination means is realized by the CPU and the like and the evacuation travel condition determination program.
  • FIG. 1A executes the processing shown in the flow chart based on the above-described pulse supercharging failure determination program stored in the ROM, so that the ECU 1A determines the failure related to the pulse supercharging, and according to the failure state.
  • the vehicle can be retreated.
  • the process shown in the flowchart is repeatedly executed during the start of the internal combustion engine 5 OA.
  • the present invention is not limited to this, and the process shown in the flowchart is executed based on a predetermined condition, for example. You may do it.
  • the CPU executes a process of peak-holding and detecting the combustion pressure of each cylinder based on the output voltage of the combustion pressure sensor 55 (step S a 1 1).
  • the peak value of the combustion pressure generated over one combustion cycle is detected for each cylinder.
  • FIG. 6 is a diagram illustrating an example of a change in combustion pressure in response to a change in crank angle.
  • the peak value of the combustion pressure is detected as approximately 6,000 kPa in this step.
  • the peak value of the combustion pressure need not be detected after being converted into a pressure unit, but may be detected based on the magnitude of the output voltage of the combustion pressure sensor 55 that indicates the combustion pressure. Therefore, in the example shown in FIG. 6, the peak value of the combustion pressure is detected and stored as 6 V. Further, it is preferable that the peak value of the combustion pressure of each cylinder can be stored for at least one combustion cycle.
  • step S a 12 the CPU executes a process for determining whether or not the fuel injection amount is constant. In this step, it is determined whether or not the fuel injection amount is constant when combustion is performed in all the cylinders, and thereby it is determined whether or not the combustion pressure can be compared and determined between the cylinders. The If a negative determination is made in step S a 12, the CPU repeatedly executes the processes shown in steps S a 11 and S a 12 until a positive determination is made in step S al 2. On the other hand, if an affirmative determination is made in step S a 12, the CPU executes a process of comparing the combustion pressures of the cylinders (step S a 13).
  • step S a 14 a process for determining the presence or absence of cylinder abnormality is executed (step S a 14). Specifically, when the combustion pressure of each cylinder is equal, it is determined that there is no cylinder abnormality. On the other hand, if the pulse charge valve 15 A fails and the flow path is largely blocked, intake shortage or misfire occurs in the cylinder corresponding to the failed pulse charge valve 15 A. The combustion pressure of that cylinder is greatly reduced as compared with the combustion pressure of the other cylinders. For this reason, if the combustion pressure is not equal in this step, the cylinder having the lower combustion pressure is determined as having a cylinder abnormality when the combustion pressure is lower by one cylinder than the other cylinders.
  • step S al 4 If a negative determination is made in step S al 4, the processing shown in this flowchart ends. On the other hand, if an affirmative determination is made in step S a 14, the CPU executes an inter-cylinder abnormality determination function defined as a subroutine (step S al 5).
  • Fig. 3 is a flowchart showing the inter-cylinder abnormality discrimination function defined as a subroutine.
  • the CPU executes a process for determining whether or not the power is in the pulse charge use region (step S a 2 Do, specifically, the operating state of the internal combustion engine 5 OA (the rotational speed NE and the load in this embodiment)).
  • the map data of the pulse charge usage area defined accordingly is stored in the ROM, and the CPU determines whether it is the pulse charge usage area by referring to this map data. In the map data, the pulse charge usage area is set to the low rotation speed and high load operation area If the determination in step S a 2 is negative, the CPU determines that the abnormality is related to fuel injection. Is executed (step S a 2 4), and processing for turning on a fuel injection abnormality flag indicating that there is an abnormality relating to fuel injection is executed (step S a 2 5).
  • step S a 14 is performed outside the charge usage range.
  • the cause of the cylinder abnormality is determined. It is possible to discriminate and judge whether or not is a failure related to pulse supercharging.
  • abnormality related to fuel injection can be detected in this embodiment, attention is paid to the phenomenon when abnormality related to fuel injection occurs.
  • step S a 14 the combustion pressure of one cylinder is compared with other cylinders. And relative It is possible to determine whether or not the force is higher than the threshold value or whether or not the force is generally higher than a certain threshold value.
  • the function may be executed.
  • step S a 21 determines whether or not the pulse charge valve 15 A is fully closed.
  • Step S a 22 determines whether or not the pulse charge valve 15A is fully closed. Whether or not the pulse charge valve 15A is fully closed can be determined based on the output signal of the valve state detection sensor. If an affirmative determination is made in step S a 22, a process of turning on a pulse charge close flag indicating that C PU is a closed fault is executed (step S a 23). Following step S a 23 or if the determination at step S a 22 is negative, the CPU executes a pulse charge abnormality handling function defined as a subroutine (step S a 26).
  • Fig. 4 is a flow chart showing the pulse charge abnormality response function defined as a subroutine.
  • the CPU executes a process of writing the cause of failure in SRAM (Sta tic Random Acce ss Memo r y) (step S a 31). Specifically, in this step, it is possible to write error details and error codes, for example. Note that SRAM can hold memory as long as the battery power is not cut off. In this embodiment, ECU 1 A also has this SRAM. Subsequently, the CPU executes a process of lighting a diagnosis / engine check clamp provided on an instrument panel (not shown) (step S a 32). As a result, the driver can be informed of the failure, and the service factory can notify that the cause of the failure can be confirmed.
  • SRAM Sta tic Random Acce ss Memo r y
  • step S a 33 the CPU executes a process for determining whether or not the pulse charge close flag is ON (step S a 33). If the determination is negative, it is determined that the failure state is not a serious failure state that may lead to damage to the internal combustion engine 50A, and the CPU does not perform any special processing other than lighting the check lamp. The corresponding function is terminated.
  • step S a 33 the CPU performs a process of limiting the sensor output corresponding to the accelerator opening, in other words, a process of limiting the total amount of fuel injection to the internal combustion engine 50A.
  • Step S a 34 the CPU determines that the failure Processing for stopping fuel injection from the fuel injection valve 53 corresponding to the cylinder is executed (step S a 35).
  • step S a 35 the pulse charge abnormality handling function is terminated.
  • the inter-cylinder abnormality determination function shown in FIG. 3 is also ended, and the flowchart shown in FIG. 2 is also ended.
  • the failure state includes disconnection related to the pulse charge valve 15A and adhesion of movable parts such as the valve body 15Aa and the valve shaft.
  • FIG. 5 is a flowchart showing processing performed in the ECU 1 A in response to the case where the failure state is a disconnection related to the pulse charge valve 15 A.
  • the CPU executes a process of detecting disconnection related to the pulse charge valve 15A, that is, determining whether or not the pulse charge valve 15A is disconnected (step S a 41). Specifically, for example, it is possible to determine whether or not there is a disconnection by executing a process of supplying a current for detecting a disconnection to the pulse change valve 15A and confirming the continuity. If the determination in step S a 41 is negative, the CPU ends the process shown in this flowchart. On the other hand, if the determination in step S a 41 is affirmative, the CPU executes a process for turning on the diagnosis and engine check lamp (step S a 42). Thereby, the driver can be informed of the failure.
  • step S a 43 the CPU executes a process of limiting the total fuel injection amount.
  • the CPU executes a process of limiting the total fuel injection amount (step S a 43).
  • this step by limiting the total amount of fuel injection, for example, it is not possible to perform pulse supercharging.
  • the internal combustion engine 50 A can be operated only in the rotation region. As a result, the vehicle can be evacuated and emissions can further suppress deterioration in fuel consumption.
  • step S a 43 the CPU ends the process shown in this flowchart.
  • the pulse charge valve 15 A can be operated with a certain amount of flow through the flow path, or the pulse charge valve 15 A can be stuck or jammed.
  • An operation failure or the like is also mentioned as one aspect of the failure state.
  • these fault conditions are roughly classified as closed faults in step S a 3 3 assuming that the adverse effect on the traveling safety of the vehicle is relatively small compared to the closed fault.
  • no special processing is performed except in such a failure state, except that the check lamp is turned on to prompt the driver for early maintenance.
  • the present invention is not limited to this, and when it is determined that these are in a failure state, the total amount of fuel injection may be limited, for example, as in the flowchart shown in FIG. As a result, the vehicle can be evacuated and emissions can be prevented from deteriorating fuel consumption.
  • the ECU that can determine the failure related to the pulse supercharging and the failure state of the failure, and preferably enables the vehicle to retreat according to the failure state related to the pulse supercharging means. 1 A is feasible.
  • the internal combustion engine system 10 0 B is configured to have an internal combustion engine 50 0 B instead of the internal combustion engine 50 A and an ECU 1 B instead of the ECU 1 A.
  • System 1 0 It is substantially the same as OA.
  • the internal combustion engine 50 B is substantially the same as the internal combustion engine 5 O A according to the first embodiment except that a pulse charge valve 15 B is provided instead of the pulse charge valve 15 A.
  • the pulse charge valve 15 B is not only fully closed as a valve state detection sensor, but also has a valve state detection sensor that can detect the degree of shielding of the intake passage. They are the same. This valve state detection sensor is connected to E C U 1 B.
  • the ECU 1 B uses the following pulse supercharging failure determination program instead of the pulse supercharging failure determination program, the failure state determination program, and the evacuation travel condition determination program described above in the first embodiment. Implemented except that it stores a prediction value calculation program, a failure degree determination program, a control operation correction program, a fuel injection amount restriction program, and a detection program related to these programs It is substantially the same as ECU 1 A according to Example 1. It is also possible to store these programs in the ROM of ECU1A. Next, in describing the program stored in the ROM, the change in opening when the pulse charge valve 15 B is operated will be described in detail with reference to FIG.
  • FIG. 7 is a diagram schematically showing the opening degree variation of the pulse charge valve 15B.
  • the change in the opening of the pulse charge valve 15 B when a malfunction occurs due to astringency is shown by a solid line, and the change in the opening of the pulse charge valve 15 B when there is no failure related to pulse supercharging is compared. For this reason, they are simultaneously shown by broken lines.
  • dT_CONVENT I ON A L — ⁇ P EN is the target opening time, and indicates the time required for the pulse charge valve 15 B to communicate with the intake passage when there is no failure related to pulse supercharging.
  • the target opening time is set in advance in the target opening time map data stored in ROM according to the fuel injection amount and the rotational speed NE.
  • dT_r e a 1—op e n_p u 1 s e is the actual target opening arrival time, no. This shows the time actually required for the operation of the piston valve 15 B to communicate with the intake passage. In this regard, if a malfunction occurs due to astringency in the pulse charge valve 15 B, the time until the target opening is reached becomes longer. Longer than between. This actual target opening arrival time is detected by ECU 1 B based on the output of the valve state detection sensor.
  • d T—O P E N—P UL SE indicates the valve opening time of the pulse charge valve 15 B when there is no failure related to pulse supercharging.
  • dT—open—pu 1 se is the actual opening time of the no-charge valve 15 B. If a malfunction occurs due to astringency in the pulse charge valve 15 B, the actual value of the pulse charge valve 15 B The valve opening time (dT-open-pulse) is shorter than dT-OPEN-PUL SE.
  • the pulse supercharging failure determination program corresponds to a detection value detected for a predetermined state of the internal combustion engine system 100B that changes according to the operation of the pulse charge valve 15B, and corresponds to this detection value.
  • the system is designed to determine the failure related to pulse supercharging by comparing with the predicted value when there is no failure related to pulse supercharging according to the state of the internal combustion engine system 100 B. .
  • the predetermined state of the internal combustion engine system 100B which changes according to the operation of the pulse charge valve 15B, is determined by the pulse charge valve 15B during operation.
  • the detected value is the actual target opening time (dT-rea 1 _o pen-pu 1 se).
  • the predicted value calculation program calculates the target opening arrival time corresponding to the actual target opening arrival time from the target opening arrival time map data according to the state of the internal combustion engine system 100 B during operation of the pulse charge valve 15 B. It is created so as to predict the predicted value by acquiring. That is, in this embodiment, the target opening arrival time is a predicted value. Specifically, this predicted value calculation program first acquires the fuel injection amount and the rotational speed NE when the pulse charge valve 15 B is operated, and based on the acquired fuel injection amount and the rotational speed NE, the target opening time is reached. It is created so as to acquire the target opening arrival time from the map data. As a result, the predicted value is predicted according to the state of the internal combustion engine system 100 B when the pulse charge valve 15 B is operating.
  • the pulse supercharging failure determination program is prepared so as to determine the response delay when the intake passage is connected to the pulse charge valve 15B.
  • the pulse supercharging failure judgment program specifically determines that the actual target opening time is the target opening time (dT—CONVENT I ONAL—OPEN) and the allowable error.
  • the actual target opening arrival time is compared with the target opening arrival time by determining whether it is greater than the sum of (dT-CONTROL), and whether there is a response delay due to this comparison. Created to judge.
  • the allowable error is set in advance in consideration of variations in the actual target opening arrival time.
  • the failure degree judgment program is a response delay based on the pulse supercharging failure judgment program. When it is determined that there is a response, the response delay is determined. In this regard, in order to determine the degree of response delay, the failure degree determination program specifically subtracts the target opening arrival time from the actual target opening arrival time to obtain the pulse charge valve additional operation time (puis e_a dd—nee d_t i me) and calculated to determine whether the calculated pulse charge valve additional operation time is less than the first predetermined value (ADD—NEE D_T IME_L IMI T) . When the additional operation time of the pulse charge valve is smaller than the first predetermined value, it is determined that the degree of response delay is minor, and when the additional operation time of the pulse charge valve is larger than the first predetermined value, It is determined that the response delay is not mild.
  • the control action correction program is created so that the control action of the pulse charge valve 15 ⁇ ⁇ related to the determination is corrected when it is determined that the response delay is minor based on the failure determination program. Has been.
  • the control action correction program specifically includes the actual opening time (dT—ope n_pu 1 se) and the pulse charge valve additional operation time (install e_a d d_n eed—ti me) is added to update the actual valve opening time.
  • the actual valve opening time (dT—ope n_p u 1 se) is corrected and updated to be equal to the valve opening time (dT —OPEN—PULSE).
  • the control operation of the pulse change valve 15 B Is corrected to block the intake passage with a delay by adding the additional operation time of the pulse charge valve.
  • Fig. 8 schematically shows the change in the opening of the pulse charge valve 15 B after correction.
  • the actual valve opening time can be corrected and updated by advancing the valve opening timing of the pulse charge valve 15 B. However, if the actual valve opening time is corrected and updated as described above, the pulse charge valve 15 B It can be avoided that the differential pressure before and after the pulse charge valve 15 B immediately before the operation becomes small. That is, if the actual valve opening time is corrected and updated by delaying the closing timing of the pulse charge valve 15B, it is possible to avoid the pulse supercharging effect from being reduced.
  • control operation correction program is based on the failure degree determination program, and even when it is determined that the degree of response delay is not mild, the pulse charge valve related to the determination is determined. Created to compensate for 15 B control action. At this time, the control action correction program specifically adds the first predetermined value (A DD — NEED — T IME — L IMI T) to the actual valve opening time (dT — open — pu 1 se). Therefore, the actual valve opening time is corrected and updated.
  • the actual valve opening time (dT-open-pu 1 se) is corrected and updated so as to approach the valve opening time (d T_0 ⁇ ⁇ ⁇ _ ⁇ ULSE), and the control action of the pulse charge valve 15 ⁇ It is corrected so as to block the intake passage with a delay by adding a predetermined value of (ADD- ⁇ D_T I ME-LIMIT).
  • the fuel injection amount limiting program is based on the failure degree determination program, and when it is determined that the response delay is not mild, the injection of fuel to be injected into the cylinder corresponding to the pulse charge valve 15B related to the determination is performed. Created to limit the amount.
  • the fuel injection amount limiting program is created so as to further limit the amount of fuel injected into a cylinder other than the cylinder corresponding to the pulse charge valve 15 B according to the determination. As a result, exhaust emission deterioration and torque fluctuation can be suppressed.
  • various control means, judgment means, detection means, calculation means, etc. are realized by the CPU and the like and the program stored in the ROM, and in particular, the CPU and the pulse supercharging failure judgment program.
  • Pulse supercharging failure judgment means is CPU etc. and fault grade judgment program
  • fault grade judgment means is CPU etc.
  • control motion compensation program is CPU etc.
  • fuel injection amount restriction program is realized.
  • the ECU 1 B implements both a failure determination device and a safety device for the internal combustion engine system.
  • E CU 1 B responds to the intake passage communication related to the pulse charge valve 15B by the CPU executing the processing shown in the flowchart based on the above-mentioned pulse supercharging failure determination program stored in the ROM.
  • the delay and the degree thereof are determined, and the fuel injection amount is limited to allow the vehicle including the internal combustion engine system 100 B to perform a suitable retreat travel.
  • the process shown in this flowchart is configured to be executed based on a predetermined condition.
  • the present invention is not limited to this. For example, the process shown in this flowchart is performed in the internal combustion engine.
  • step Sb 11 The pulse charge usage area is preset according to the operation state of the internal combustion engine 50 (in this embodiment, the rotational speed NE and the fuel injection amount) in the map data (see FIG. 9) of the pulse charge usage area stored in the ROM.
  • the CPU refers to this map data to determine whether the power is in the pulse charge usage area. If a negative determination is made in step Sb11, the process shown in this flowchart is terminated because no special process is required.
  • step Sb12 the CPU executes a malfunction detection function defined as a subroutine.
  • FIG. 11 is a flowchart showing the malfunction detection function defined as a subroutine.
  • the CPU executes processing for initializing the flag by turning off the pulse charge valve astringency flag (F 1 ag_p u 1 se-rou gh) (step S b 21). Subsequently, the CPU obtains the fuel injection amount and the rotational speed NE, and executes processing for obtaining the target opening arrival time (dT—CONVENT I ONAL one OPEN) from the target opening arrival time map data (Step S). b 22). Furthermore, the CPU executes processing for detecting the actual target opening arrival time (dT_re ea_o pe n_p u 1 se) based on the output of the valve state detection sensor (step S b 23) 0
  • step Sb 24 the CPU specifically determines the actual target opening time (d T_r ea l_o pe n_p u 1 se) 1S Sum of the target opening time and the tolerance (formula: dT—CONVENT I ONAL OPEN + dT (1) Control is executed to determine whether the force is greater than CONTROL). That is, actual target opening arrival time and target opening arrival time
  • the comparison with also includes comparisons that take into account errors. If an affirmative determination is made in step Sb 24, it is determined that there is a response delay at the time of intake passage communication in pulse charge valve 15B.
  • the CPU turns on the pulse charge valve astringency flag (F 1 ag_p u 1 se-rough) and executes a process to turn on the check lamp provided on the instrument panel of the vehicle ( Step Sb 25), and then the processing shown in this flowchart is completed. This can inform the driver that an abnormality has occurred.
  • step Sb24 if a negative determination is made in step Sb24, it is determined that there is no response delay at the time of communication with the intake passage in the pulse charge valve 15B, and the CPU ends the processing shown in this flowchart as it is. Upon completion of the malfunction detection function, the CPU resumes the processing shown in the flowchart of Figure 10.
  • the CPU executes a process for determining whether or not the pulse charge valve astringency flag (F 1 ag—pu 1 se_rou g h) is ON (step S b 13). If the determination is negative, the processing shown in this flowchart is terminated because no special processing is required. On the other hand, if the determination is affirmative, the CPU executes the function for dealing with defective pulse charge operation defined as a subroutine (step S b 14).
  • FIG. 12 is a flowchart showing the pulse charge operation failure response function defined as a subroutine.
  • the CPU subtracts the target opening arrival time (dT_CONVENT I ONAL—OPEN) from the actual target opening arrival time (dT— rea l_o pen _p u 1 se) to obtain the pulse charge valve additional operation time (puis e_a dd— need— ti me) is calculated (step S b 31). Subsequently, the CPU executes a process for determining whether or not the force for which the pulse charge valve additional operation time is within the control range (step S b 32).
  • the CPU In determining whether or not the force that the pulse charge valve additional operation time is within the control range, the CPU specifically determines that the pulse charge valve additional operation time (pulse—ad d_n ee d_t i me) is the first predetermined value. A process of determining whether or not it is smaller than (ADD one NEED one T IME—L IM IT) is executed (step S b 32). If the determination is affirmative, it is determined that the response delay is minor.
  • the CPU adds the pulse charge valve additional operation time '(pu 1 se _a d d_n ee d_t i me) to the actual valve opening time (dT—ope n_p u 1 se), thereby obtaining the actual valve opening time (dT — Perform processing to correct and update (open .pulse) (step S b 33).
  • the control operation of the pulse charge valve 15 B is corrected so as to block the intake passage with a delay corresponding to the addition of the pulse charge valve additional operation time.
  • This also makes it possible to equalize the amount of air between the cylinders, so that it is possible to suppress the deterioration of the vibration and exhaust emission of the internal combustion engine. If the response delay is slight, the amount of fuel injection is not particularly limited, and the torque of the internal combustion engine does not decrease. For this reason, it is possible to avoid an inconvenient result when the driver who notices the lighting of the check lamp moves the vehicle away.
  • step S b 32 determines that the response delay is not mild.
  • the CPU adds the first predetermined value (ADD — NEED — T IME — L IMI T) to the actual valve opening time (dT — open — pu 1 se), so that the actual valve opening time (dT_o pe n_p u 1
  • the process of correcting and updating se) is executed (step S b 34).
  • the control operation of the pulse charge valve 15 B is corrected so as to shield the intake passage with a delay corresponding to the addition of the first predetermined value.
  • the appropriate amount of air can be secured by pulse supercharging, so the restriction on the fuel injection amount can be relaxed, and even if the response delay is not mild, the torque of the internal combustion engine can be further increased. A large amount can be secured.
  • Step S b 35 This supercharged air amount (eqaf m_e gnpu 1 se) is calculated by adding the actual valve opening time (d T—open—pu 1 se) and the supercharging pressure (eq a_e pim) to the supercharged air amount map data stored in ROM. ) And are set in advance.
  • the CPU executes processing for calculating the maximum air-fuel ratio injection amount (e q a f m—e q a f m) based on the calculated supercharged air amount (step S b 36).
  • This maximum air-fuel ratio injection amount (e q a f m_e q a f m) is set in advance in the air-fuel ratio maximum injection amount map data stored in ROM according to the supercharged air amount (e q a f m_e g n p u 1 s e). This limits the fuel injection amount to an appropriate amount.
  • the vehicle can be evacuated while suppressing the deterioration of the vibration of the internal combustion engine and the exhaust emission.
  • the flow chart shown in Fig. 10 ends when the function for dealing with defective pulse charge operation ends.
  • ECU 1 B can be realized.
  • the internal combustion engine system 100 C is configured to have an internal combustion engine 50 C instead of the internal combustion engine 50 A and an ECU 1 C instead of the ECU 1 A. It is substantially the same.
  • the internal combustion engine 50C is substantially the same as the internal combustion engine 5OA except that it further includes a pressure sensor for detecting the pressure in the intake port downstream of the pulse charge valve 15A. This pressure sensor is connected to ECU 1C.
  • the internal combustion engine 50 C may include a pulse charge valve 15 B instead of the pulse charge valve 15 A.
  • the pulse charge valve 15A is hereinafter referred to as a pulse charge valve 15C.
  • the ECU 1 C uses a pulse supercharging failure determination program shown below instead of the pulse supercharging failure determination program, the failure state determination program, and the evacuation travel condition determination program described above in Embodiment 1. , Except that it stores a prediction value calculation program, a failure degree determination program, a pulse supercharging control prohibition program, a fuel injection amount restriction program, and a detection program related to these programs
  • the ECU 1 A according to the first embodiment is substantially the same. It is also possible to store these programs in the ROM of ECU1A or EC Ul B. Next, in describing the program stored in the ROM, the change in the port pressure when the pulse charge valve 15C is operated will be described in detail with reference to FIG.
  • FIG. 13 is a diagram schematically showing the change of the port pressure when the pulse charge valve 15 C is operated together with the change of the opening degree.
  • the port pressure is higher than the pulse charge valve 15 C in the intake passage. This is the intake pipe pressure at the downstream intake port. In this embodiment, this port pressure is detected by the ECU 1 C as well as detected by the pressure sensor.
  • the average inner pressure is the average value of the intake pipe pressure in the intake bear hold upstream of the pulse charge valve 15 C in the intake passage.
  • the pulse charge valve 15 C is blocking the intake passage, the port pressure gradually decreases as the crank angle increases.
  • the pulse charge valve 15 C communicates with the intake passage at a predetermined crank angle, the port pressure increases.
  • the pulse charge valve 15 C is open, the port pressure rises above the average internal pressure and then decreases to the same level as the average internal pressure.
  • minP— rea l_pu 1 se is the minimum intake pipe pressure.
  • this minimum intake pipe pressure is the pulse charge valve 15 C Has a pressure corresponding to when communicating with the intake passage.
  • ma X P_r e a l_p u 1 s e is the maximum intake pipe pressure, specifically, the maximum intake pipe pressure among the intake pipe pressures when the pulse change valve 15 C is operated.
  • dP—r e a—p u l s e is the intake pipe pressure difference, specifically, the difference between the maximum intake pipe pressure and the minimum intake pipe pressure.
  • dT_r e a l_p u 1 se_opene is the maximum intake pipe pressure arrival time, and specifically indicates the time required for the port pressure to reach the maximum intake pipe pressure from the minimum intake pipe pressure.
  • the maximum intake pipe pressure arrival time is detected by ECU 1 C based on the pressure sensor output.
  • FIG. 14 is a diagram schematically showing the change of the port pressure when the pulse charge valve 15 C is operated together with the opening degree change when the sealing failure has occurred.
  • the port pressure when a sealing failure has occurred is shown by a solid line, and the port pressure when a sealing failure has not occurred is shown by a broken line for comparison.
  • the change in the intake air amount when the pulse charge valve 15 C is activated is also shown for reference.
  • the pulse charge valve 15 C Since the pulse charge valve 15 C does not close completely, the opening when the pulse charge valve 15 C is blocking the intake passage slightly increases, creating a gap. In this case, since the intake air flows through the gap, the port pressure at the time of poor sealing shown by the solid line becomes larger than the expected port pressure. As a result, when a sealing failure has occurred, the air before and after the pulse charge valve 15 C becomes smaller. For this reason, when the pulse charge valve 15 C is operated, the port pressure at the time of poor sealing becomes lower than the expected port pressure, and the intake air amount at the time of poor sealing becomes smaller than the expected intake air amount. End up. That is, the pulse supercharging effect is reduced.
  • the pulse supercharging failure determination program includes a detection value detected for a predetermined state of the internal combustion engine system 100 C that changes in response to the operation of the pulse charge valve 15 C, and this detection
  • a failure related to pulse supercharging is determined by comparing with a predicted value when there is no failure related to pulse supercharging according to the state of the internal combustion engine system 100 C. Has been created to be.
  • the predetermined state of the internal combustion engine system 1 0 0 C that changes in accordance with the operation of the panorless charge valve 1 5 C is the pulse charge valve 1 5
  • the intake port is downstream of C, and the detected value is the minimum intake pipe pressure (min P—rea 1—pu 1 se).
  • the program for calculating the predicted value is based on the normal minimum intake pipe pressure map data and the normal minimum intake pipe corresponding to the minimum intake pipe pressure according to the state of the internal combustion engine system 1 0 0 C when the normal valve 15 C operates. It is created to predict the predicted value by obtaining the pressure (P—CO NV ENTIO NA L_P ULSE). That is, in this embodiment, the minimum intake pipe pressure is usually a predicted value.
  • the normal minimum intake pipe pressure is preset in the normal minimum intake pipe pressure map data stored in the ROM according to the fuel injection amount and the rotational speed NE.
  • the predicted value calculation program first obtains the fuel injection amount and the rotational speed NE when the pulse charge valve 15 C is operated, and the normal minimum intake pipe pressure based on the obtained fuel injection amount and the rotational speed NE. It is created to obtain the normal minimum intake pipe pressure from the map data. As a result, the predicted value is predicted according to the state of the internal combustion engine system 100 C when the pulse charge valve 15 C is operated.
  • the pulse supercharging failure determination program is created so as to determine the sealing failure when the intake passage related to the pulse charge valve 15 C is blocked.
  • the pulse supercharging failure determination program specifically uses the minimum intake pipe pressure (min P—rea 1—pu 1 se) force and the normal minimum intake pipe pressure (P—CONVENT IO NAL_PULSE) is created so that the minimum intake pipe pressure is compared with the normal minimum intake pipe pressure by determining whether or not there is a sealing failure. ing.
  • the failure degree determination program is created to determine the degree of this sealing failure when it is determined that the pulse charge valve 15 C has a sealing failure based on the pulse supercharging failure determination program. .
  • the failure degree determination program specifically calculates the estimated air amount (G a_c y 1 inder) due to the inertia supercharging effect, and the estimated air amount It is created to determine whether or not it is larger than a predetermined value of 2 (NEED —GA—L IMI T).
  • the estimated air volume is calculated based on the estimated air volume map data stored in the ROM using the intake pipe pressure difference (dP—rea l_p u 1 se) and the maximum intake pipe pressure arrival time (dT— rea l_p u 1 s e_o pen). It is set in advance accordingly.
  • the failure degree determination program calculates the estimated air amount from the estimated air amount map data based on the intake pipe pressure difference and the maximum intake pipe pressure arrival time. Has been created to be.
  • the sealing failure is not mild. Determined.
  • the program for prohibiting pulse supercharging control is created so as to prohibit control to perform pulse supercharging with the pulse charge valve 15 C related to the determination that the sealing failure is determined not to be minor based on the failure degree determination program Has been. Further, the pulse supercharging control prohibiting program is created so as to control the pulse charge valve 15 C related to the determination so as to further communicate with the intake passage. As a result, the pulse charge valve 15 C As a result, it is possible to secure a larger amount of air so as not to obstruct the intake. If it is determined that the degree of sealing failure is minor based on the failure degree determination program, no special control is performed, and as a result, the pulse charge valve 15 C related to the determination continues thereafter. Pulse supercharging will be performed continuously. This is because a desired amount of air can be obtained if it is determined to be mild.
  • the fuel injection amount limiting program is based on the failure degree determination program, and when it is determined that the degree of the sealing failure is not mild, the fuel injection amount restriction program determines the amount of fuel injected into the cylinder corresponding to the pulse charge valve 15 C related to the determination. It is created to limit the injection amount. Further, the specific injection control program is created so as to limit the amount of fuel injected into the cylinders other than the cylinder corresponding to the pulse charge valve 15 C related to the determination. As a result, exhaust emission deterioration and torque fluctuation can be suppressed.
  • various control means, determination means, detection means, calculation means, etc. are realized by the CPU and the like and the program stored in the ROM, and in particular, the CPU and the pulse supercharging failure determination program.
  • the pulse supercharging failure judging means is a CPU etc. and a fault grade judging program
  • the fault grade judging means is a CPU etc.
  • the pulse supercharging control prohibiting means is a pulse supercharging control prohibiting means, c PU etc.
  • fuel Fuel injection amount limiting means are realized with the injection amount limiting prodrum.
  • both the failure determination device and the safety device of the internal combustion engine system are realized by ECU1C.
  • the ECU 1 C executes the processing shown in the flowchart based on the above-described pulse supercharging failure determination program stored in the ROM, and the sealing failure of the pulse charge valve 15 C and its In addition to determining the degree, the prohibition of the pulse supercharging control and the limitation of the amount of fuel P spraying are performed to allow the vehicle equipped with the internal combustion engine system 10 0 C to perform a suitable retreat travel.
  • the process shown in this flowchart is configured to be executed based on a predetermined condition.
  • the present invention is not limited to this. For example, the process shown in this flowchart is always repeatedly executed while starting the internal combustion engine 50C.
  • the CPU executes a process for determining whether or not it is in a pulse charge use region (step S c 1 1).
  • the CPU specifically refers to the map data of the pulse charge use area shown in FIG. 8 to determine whether the force is in the pulse charge use area. If negative determination is made at step S c 1 1, the process shown in this flowchart is terminated because no special process is required. On the other hand, if an affirmative determination is made in step S c 11, the CPU executes a malfunction detection function defined as a subroutine (step S c 12).
  • FIG. 16 is a flowchart showing the malfunction detection function defined as a subroutine.
  • the CPU executes processing for initializing the flag by turning off the pulse charge valve sealing failure flag (F 1 ag_p u 1 se_o pen) (step S c 21). Subsequently, the CPU obtains the fuel injection amount and the rotational speed NE, and executes processing for obtaining the normal minimum intake pipe pressure (P—CONVENT I ON AL—PULSE) from the normal minimum intake pipe pressure map data (step S). c 22). Further, the CPU executes a process of detecting the minimum intake pipe pressure (minP—real_p u1 se) at a predetermined crank angle based on the output of the pressure sensor (step Sc23).
  • step S c 24 the CPU specifically determines whether or not the minimum intake pipe pressure (min P—rea 1—pu 1 se) force is greater than the normal minimum intake pipe pressure (P 1 CONVENT I ONAL 1 PULSE). Execute. If the determination in step S c 24 is affirmative, it is determined that a sealing failure has occurred. In this case, the CPU turns on the pulse charge valve sealing failure flag (F 1 a g_p u 1 s e_o en) and executes a process to turn on the check lamp provided on the instrument panel of the vehicle ( Step S c 25) After that, the processing shown in this flowchart is terminated. This can inform the driver that an abnormality has occurred.
  • the pulse charge valve sealing failure flag F 1 a g_p u 1 s e_o en
  • step S c 24 determines whether or not the pulse charge valve sealing failure flag (F 1 a g_p u 1 se_o pen) is ON (step S c 13). If the determination is negative, no special process is required, and the process shown in this flowchart ends. On the other hand, if the determination is affirmative, the CPU executes a function corresponding to the failure of the pulse charge operation defined as a subroutine (step S c 14).
  • FIG. 17 is a flowchart showing the function for dealing with defective pulse charge operation defined as a subroutine.
  • CPU is the minimum intake pipe pressure (min P—rea 1—pu 1 se), maximum intake pipe pressure (max x 1 real—pulse) and maximum intake pipe pressure reaching time (dT—rea l_p u 1 s e_o pen)
  • the process of acquiring is executed (step S c 31).
  • the CPU executes a process of calculating an intake pipe pressure difference (dP—r e a l_p u 1 s e) by subtracting the minimum intake pipe pressure from the maximum intake pipe pressure (step S c 32).
  • the CPU calculates the estimated air volume (Ga from the estimated air volume map data based on the intake pipe pressure difference (dP_r ea l_p u 1 se) and the maximum intake pipe pressure arrival time (dT_r ea 1—pu 1 se—open). — Perform processing to calculate cy 1 inder) (step S c 33). Subsequently, the CPU executes a process for determining whether or not the estimated air amount is within the control range (step S c 34). In determining whether or not the estimated air amount is within the control range, the CPU Specifically, it is determined whether or not the estimated air amount (Ga 1 cylinder) is larger than a second predetermined value (NEED_GA_LIMIT).
  • the CPU ends the processing shown in this flowchart without performing any special processing.
  • the pulse charge valve 15 C can continue to perform pulse supercharging. For this reason, it can be avoided that a driver who notices that the check lamp is lit evacuates the vehicle to cause an inconvenient result.
  • step S c 34 determines that the degree of sealing failure is not mild. Is done.
  • the CPU prohibits control for performing pulse supercharging by the pulse change valve 15 C related to the determination, and executes processing for controlling the pulse charge valve 15 C related to the determination to be fully opened ( Step S c 35).
  • the pulse supercharging control can be prohibited while preventing the pulse charge valve 15C in which the sealing failure has occurred from interfering with the intake air flowing into the cylinder.
  • the CPU executes a process of calculating the air amount (eaf m_e ga) based on the output of the air flow meter 11 (step Sc36).
  • the CPU executes processing for calculating the maximum air-fuel ratio injection amount (eqaf m_e qafm) based on the air amount (eaf m_e ga) (step Sc 37).
  • This air-fuel ratio maximum injection amount (eqaf m_e qafm) is set in advance in the air-fuel ratio maximum injection amount map data stored in the ROM in accordance with the air amount (eafm-ega).
  • the predetermined state and the detected value of the internal combustion engine system 100 that change according to the operation of the pulse charge valve 15 according to the pulse supercharging failure determination program stored in the ECU 1 may be other appropriate states and detected values.
  • the predetermined state of the internal combustion engine system 100 that changes according to the operation of the pulse charge valve 15 is the internal combustion engine 50 when combustion is performed in the cylinder corresponding to the pulse charge valve 15 to be determined.
  • the detected value at this time is a torque correlation value (for example, a correlation with the torque generated when combustion is performed in the cylinder corresponding to the pulse charge valve 15 to be determined) In-cylinder pressure or crank angular velocity).
  • a torque correlation value for example, a correlation with the torque generated when combustion is performed in the cylinder corresponding to the pulse charge valve 15 to be determined
  • In-cylinder pressure or crank angular velocity In this case, for example, it is possible to determine whether or not the pulse charge valve 15 has a closed failure by comparing the detected value with the predicted value.
  • the fuel to the cylinder corresponding to the pulse charge valve 15 related to the determination is determined.
  • a fuel injection prohibiting program for prohibiting injection and a fuel injection amount limiting program for limiting the total fuel injection amount for the internal combustion engine 50 may be further stored in the ROM of the ECU 1.
  • the pulse supercharging failure determination program and the CPU, etc. use the pulse supercharging failure determination means, the fuel injection prohibition program and the CPU, etc.
  • the fuel injection amount limiting means can be realized by the program and the CPU, respectively, and the failure determination device and the safety device of the internal combustion engine system can be realized by the ECU 1. Further, the failure determination device and the safety device of the internal combustion engine system may be realized by separate ECUs, or may be realized by a plurality of ECUs.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

Le dispositif de détermination de défaillance pour un système de moteur à combustion interne (100A) de la présente invention est construit à partir d'un moteur à combustion interne (50A) et d'un robinet de charge à impulsion (15A) pour effectuer une suralimentation à impulsion en ouvrant et en fermant un chemin d'entrée d'air communiquant avec le moteur à combustion interne (50A). Le dispositif de détermination de défaillance est équipé de moyens de détermination de défaillance de suralimentation à impulsion qui sont un bloc de commande électronique (1A) pour déterminer une défaillance liée à la suralimentation à impulsion et déterminer, en se basant sur des conditions de combustion de chaque cylindre du moteur (50A), s'il existe ou non une défaillance liée à la suralimentation à impulsion. De même, le bloc de commande électronique (1A) est équipé de moyens permettant de décider, en fonction des conditions de la défaillance liée à la suralimentation à impulsion, des conditions pour amener un véhicule à effectuer le déplacement d'évacuation.
PCT/JP2007/063864 2006-07-10 2007-07-05 Dispositif de détermination de défaillance et dispositif de sécurité pour un système de moteur à combustion interne Ceased WO2008007720A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2008524830A JP4715923B2 (ja) 2006-07-10 2007-07-05 内燃機関システムの故障判定装置及び安全装置
CN2007800260721A CN101490383B (zh) 2006-07-10 2007-07-05 内燃机系统的故障判断装置及安全装置
DE112007001644T DE112007001644T5 (de) 2006-07-10 2007-07-05 Fehlerbestimmungsvorrichtung und Sicherheitsvorrichtung für ein Verbrennungsmaschinensystem

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006188819 2006-07-10
JP2006-188819 2006-07-10

Publications (1)

Publication Number Publication Date
WO2008007720A1 true WO2008007720A1 (fr) 2008-01-17

Family

ID=38923276

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2007/063864 Ceased WO2008007720A1 (fr) 2006-07-10 2007-07-05 Dispositif de détermination de défaillance et dispositif de sécurité pour un système de moteur à combustion interne

Country Status (4)

Country Link
JP (1) JP4715923B2 (fr)
CN (1) CN101490383B (fr)
DE (1) DE112007001644T5 (fr)
WO (1) WO2008007720A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009185740A (ja) * 2008-02-07 2009-08-20 Denso Corp 内燃機関の異常診断装置
JP2010223079A (ja) * 2009-03-23 2010-10-07 Toyota Motor Corp 筒内圧センサの故障診断装置
WO2010128040A1 (fr) * 2009-05-07 2010-11-11 Mahle International Gmbh Moteur à combustion interne et procédé de fonctionnement associé
JP2016079941A (ja) * 2014-10-21 2016-05-16 三菱重工業株式会社 過給機制御装置、制御システム、過給機、制御方法及びプログラム

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9541019B2 (en) * 2014-03-26 2017-01-10 GM Global Technology Operations LLC Estimation systems and methods with model predictive control
DE102015104008B4 (de) * 2014-03-26 2021-11-11 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Fehlerdiagnoseverfahren für Modellvorhersagesteuerung
CN109488473B (zh) * 2018-12-17 2021-08-13 中国船舶重工集团公司第七一一研究所 发动机的在线预判系统和在线预判方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0317141U (fr) * 1989-06-27 1991-02-20
JPH04330331A (ja) * 1991-05-01 1992-11-18 Toyota Motor Corp 多気筒内燃機関
JPH0783101A (ja) * 1993-09-17 1995-03-28 Nissan Motor Co Ltd 内燃機関の故障検出装置
JPH094507A (ja) * 1995-06-19 1997-01-07 Nissan Motor Co Ltd 過給圧センサの診断装置
JP2005248825A (ja) * 2004-03-04 2005-09-15 Denso Corp 内燃機関の異常診断装置
JP2006112382A (ja) * 2004-10-18 2006-04-27 Nissan Motor Co Ltd エンジンの吸気制御装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19908435A1 (de) * 1999-02-26 2000-09-07 Meta Motoren Energietech Verfahren und Vorrichtung zur Impulsaufladung einer Kolbenbrennkraftmaschine
JP3948226B2 (ja) * 2001-06-14 2007-07-25 日産自動車株式会社 内燃機関の制御装置及び制御方法
JP3706335B2 (ja) * 2001-12-12 2005-10-12 本田技研工業株式会社 内燃機関の故障判定装置
JP2005061285A (ja) * 2003-08-11 2005-03-10 Nissan Motor Co Ltd 内燃機関の吸気装置
US7063057B1 (en) * 2005-08-19 2006-06-20 Delphi Technologies, Inc. Method for effectively diagnosing the operational state of a variable valve lift device

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0317141U (fr) * 1989-06-27 1991-02-20
JPH04330331A (ja) * 1991-05-01 1992-11-18 Toyota Motor Corp 多気筒内燃機関
JPH0783101A (ja) * 1993-09-17 1995-03-28 Nissan Motor Co Ltd 内燃機関の故障検出装置
JPH094507A (ja) * 1995-06-19 1997-01-07 Nissan Motor Co Ltd 過給圧センサの診断装置
JP2005248825A (ja) * 2004-03-04 2005-09-15 Denso Corp 内燃機関の異常診断装置
JP2006112382A (ja) * 2004-10-18 2006-04-27 Nissan Motor Co Ltd エンジンの吸気制御装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009185740A (ja) * 2008-02-07 2009-08-20 Denso Corp 内燃機関の異常診断装置
JP2010223079A (ja) * 2009-03-23 2010-10-07 Toyota Motor Corp 筒内圧センサの故障診断装置
WO2010128040A1 (fr) * 2009-05-07 2010-11-11 Mahle International Gmbh Moteur à combustion interne et procédé de fonctionnement associé
US8899042B2 (en) 2009-05-07 2014-12-02 Mahle International Gmbh Internal combustion engine and associated operational method
JP2016079941A (ja) * 2014-10-21 2016-05-16 三菱重工業株式会社 過給機制御装置、制御システム、過給機、制御方法及びプログラム

Also Published As

Publication number Publication date
JPWO2008007720A1 (ja) 2009-12-10
CN101490383B (zh) 2012-01-25
JP4715923B2 (ja) 2011-07-06
CN101490383A (zh) 2009-07-22
DE112007001644T5 (de) 2009-05-28

Similar Documents

Publication Publication Date Title
KR102316607B1 (ko) 내연기관용 크랭크케이스 환기 라인을 진단하기 위한 방법 및 디바이스
KR101490959B1 (ko) 터보 차저 제어 방법
JP3818118B2 (ja) 可変容量過給機の故障診断装置
JP5182430B2 (ja) 内燃機関の制御装置
WO2008007720A1 (fr) Dispositif de détermination de défaillance et dispositif de sécurité pour un système de moteur à combustion interne
EP2674597A1 (fr) Dispositif de commande pour moteur à combustion interne
EP0769612A2 (fr) Dispositif pour détecter des anomalies de pression d'admission d'un moteur à combustion
JP2008240576A (ja) 過給システムの故障診断装置
JP2019019800A (ja) 低圧ループ式ｅｇｒ装置を備えた過給機付きエンジンにおけるブローバイガス還元装置の異常診断装置
JP5720700B2 (ja) 過給機付き内燃機関
US20130233281A1 (en) Control device of diesel engine with turbocharger
EP2309111A1 (fr) Dispositif de détermination d'anomalies pour turbocompresseur
US8788180B2 (en) EGR control system for internal combustion engine
JP4306483B2 (ja) 電動機付過給機を有する内燃機関の制御装置
JP2019031918A (ja) エンジンの燃料システムの故障検出装置
US20170314493A1 (en) Internal combustion engine
EP2189647A1 (fr) Contrôleur de pression d'admission pour moteur à combustion interne
WO2012157024A1 (fr) Procédé de diagnostic d'erreur pour dispositif de recirculation de gaz d'échappement
JPH06346744A (ja) 過給機付エンジンの故障診断方法
JP4124517B2 (ja) 過給機付き内燃機関
JP2009167961A (ja) 内燃機関の異常判定装置
JP2007303294A (ja) 過給機付き内燃機関の制御装置
JP5045510B2 (ja) 過給機付き内燃機関の制御装置
JP7311847B2 (ja) エンジンの燃料システムの故障検出装置
JP2015137547A (ja) 内燃機関の制御装置

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 200780026072.1

Country of ref document: CN

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07790668

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
WWE Wipo information: entry into national phase

Ref document number: 2008524830

Country of ref document: JP

WWE Wipo information: entry into national phase

Ref document number: 1120070016442

Country of ref document: DE

NENP Non-entry into the national phase

Ref country code: RU

RET De translation (de og part 6b)

Ref document number: 112007001644

Country of ref document: DE

Date of ref document: 20090528

Kind code of ref document: P

122 Ep: pct application non-entry in european phase

Ref document number: 07790668

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)