Vehicular control apparatus

Abstract

To provide a vehicular control apparatus capable of determining a component longevity and prompting the maintenance of the component.SOLUTION: A vehicular control apparatus 70 is capable of determining a longevity of a component constituting an internal combustion engine 100 and promoting the maintenance of the component on the basis of the determined longevity. On the basis of an engine revolution speed NE, torque T, an air to fuel ratio A / F, and an intake air volume GA, all of which can be detected during operation of the internal combustion engine 100, the control apparatus 70 determines longevity of at least one of an intake valve 40 and an exhaust valve 50 that are engine valves for opening and closing a combustion chamber 30 of the internal combustion engine 100, and a first valve guide 34 and a second valve guide 35 that are valve guides guiding the intake valve 40 and the exhaust valve 50, respectively.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] Conventionally, a vehicle management system has been known, for example, as disclosed in Patent Document 1. The conventional vehicle management system calculates damage to parts based on values ​​detected by sensors provided in the vehicle, stores a damage history, and predicts a mileage at which future damage will exceed a predetermined threshold based on the vehicle's mileage and damage history. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-157455 Summary of the Invention [Problem to be solved by the invention]

[0004] However, when vehicle parts, particularly parts that make up an internal combustion engine, operate under conditions of higher load than normal driving, such as during racing, excessive input may occur, which may shorten their lifespan. For this reason, it is desirable to determine the lifespan of the parts and perform maintenance such as part replacement at an appropriate timing based on the determined lifespan.

[0005] An object of the present invention is to provide a vehicle control device that is capable of determining the lifespan of a part and prompting maintenance of the part. [Means for solving the problem]

[0006] The vehicle control device of the present invention is a vehicle control device that can determine the lifespan of components that make up an internal combustion engine and prompt maintenance of the components based on the determined lifespan, and has a lifespan determination unit that determines the lifespan of at least one of the engine valves that open and close the combustion chambers of the internal combustion engine and the valve guides that guide the engine valves toward the combustion chambers based on the rotational speed, torque, air-fuel ratio, and intake air volume that can be detected when the internal combustion engine is operating. [Effects of the Invention]

[0007] According to the vehicle control device of the present invention, maintenance can be promoted based on the lifespan of at least one of the engine valves and valve guides determined by the lifespan determination unit, and as a result, parts can be replaced at the appropriate time, thereby preventing damage to the internal combustion engine, etc. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic cross-sectional view of an internal combustion engine according to an embodiment of the present invention; [Figure 2] FIG. 2 is a block diagram of a vehicle control device. [Figure 3] FIG. 2 is a diagram for explaining the operation of a vehicle control device. DETAILED DESCRIPTION OF THE INVENTION

[0009] The control device 70 of the vehicle of this embodiment (hereinafter simply referred to as the "control device 70") has a lifespan determination unit 90, as shown in Fig. 1. The lifespan determination unit 90 determines the lifespan of the components that make up the internal combustion engine 100, particularly the first valve guide 34 and the intake valve 40, and the second valve guide 35 and the exhaust valve 50, and can perform control to prompt maintenance.

[0010] The internal combustion engine 100 includes a cylinder block 10, which has a cylinder 10A formed therein and a piston 11 reciprocatingly housed therein. A cylinder head 20 is connected to the upper end of the cylinder block 10. As a result, in the internal combustion engine 100, a combustion chamber 30 is formed by the cylinder 10A, the piston 11, and the cylinder head 20. An intake port 21 and an exhaust port 22, which are in communication with the combustion chamber 30, are formed in the cylinder head 20.

[0011] An opening on one side of the intake port 21, on the combustion chamber 30 side, forms a first valve seat 23. A fuel injection valve 31 is disposed in the intake port 21. The fuel injection valve 31 injects fuel into the intake port 21. Furthermore, an intake manifold I is connected to the other side of the intake port 21, and a throttle valve 32 is provided midway through the intake manifold I. The opening of the throttle valve 32 is adjusted by, for example, a throttle motor, and adjusts the amount of intake air GA that flows into the intake port 21 via a surge tank.

[0012] An opening on one side of the exhaust port 22, which is on the combustion chamber 30 side, forms a second valve seat 24. The other side of the exhaust port 22 is connected to an exhaust manifold E, and an exhaust gas purification catalyst 33 is provided midway through the exhaust manifold E.

[0013] The cylinder head 20 is formed with a first housing portion 25 provided above the intake port 21 and a second housing portion 26 provided above the exhaust port 22. The cylinder head 20 is formed with a first communication hole 27 that connects the intake port 21 and the first housing portion 25. A cylindrical first valve guide 34 is fixed to the first communication hole 27 as a valve guide that guides the exhaust toward the combustion chamber 30. The cylinder head 20 is also formed with a second communication hole 28 that connects the exhaust port 22 and the second housing portion 26. A cylindrical second valve guide 35 is fixed to the second communication hole 28 as a valve guide.

[0014] The internal combustion engine 100 is provided with an intake valve 40 that opens and closes the combustion chamber 30 as an engine valve. The intake valve 40 is formed from a rod-shaped first valve stem 41 and a conical first valve head 42 provided at one end of the first valve stem 41. The first valve stem 41 extends from the intake port 21 to the first housing portion 25 through the first valve guide 34. The first valve head 42 is disposed in the combustion chamber 30 and is provided so as to be able to abut against the first valve seat 23.

[0015] A first valve lifter 43 is connected to the other end (upper end in FIG. 1) of the first valve stem 41, which is located in the first housing portion 25. A first compression spring 44 is disposed between the first valve lifter 43 and the first housing portion 25. The first compression spring 44 biases the intake valve 40 from the intake port 21 toward the first housing portion 25. As a result, the first valve head 42 is in a valve-closed state in which it abuts against the first valve seat 23 of the cylinder head 20, as shown in FIG. 1, and the intake port 21 and the combustion chamber 30 are blocked from each other.

[0016] Additionally, a pressing force from a cam (not shown) acts on the intake valve 40. The pressing force from the cam causes the intake valve 40 to move against the biasing force of the first compression spring 44, and the first valve head 42 moves away from the first valve seat 23, opening the valve. This establishes communication between the intake port 21 and the combustion chamber 30.

[0017] The internal combustion engine 100 is also provided with an exhaust valve 50 as an engine valve, which opens and closes the combustion chamber 30 at a timing different from that at which the intake valve 40 opens and closes the combustion chamber 30. The exhaust valve 50 is formed from a rod-shaped second valve stem 51 and a conical second valve head 52 provided at one end of the second valve stem 51. The second valve stem 51 extends from the exhaust port 22 to the second housing portion 26 through the second valve guide 35. The second valve head 52 is disposed in the combustion chamber 30 and is provided so as to be able to abut against the second valve seat 24.

[0018] A second valve lifter 53 is connected to the other end (the upper end in FIG. 1) of the second valve stem 51, which is located in the second housing portion 26. A second compression spring 54 is disposed between the second valve lifter 53 and the second housing portion 26. The second compression spring 54 biases the exhaust valve 50 from the exhaust port 22 toward the second housing portion 26. As a result, the second valve head 52 is in a valve-closed state in which it abuts against the second valve seat 24 of the cylinder head 20, as shown in FIG. 1, and the exhaust port 22 and the combustion chamber 30 are blocked from each other.

[0019] A pressing force from a cam (not shown) also acts on the exhaust valve 50. The pressing force from the cam causes the exhaust valve 50 to move against the biasing force of the second compression spring 54, and the second valve head 52 moves away from the second valve seat 24, opening the valve. This places the exhaust port 22 and the combustion chamber 30 in communication.

[0020] An ignition plug 36 is also attached to the cylinder head 20. The spark plug 36 is disposed between the intake port 21 and the exhaust port 22, with one end (the lower end in FIG. 1) exposed to the combustion chamber 30. An air-fuel mixture composed of air flowing through the intake port 21 and fuel injected from the fuel injection valve 31 is supplied to the combustion chamber 30 when the intake valve 40 is open. The air-fuel mixture supplied to the combustion chamber 30 is ignited by the spark plug 36 and burns. The exhaust gas after combustion is discharged from the combustion chamber 30 through the exhaust port 22 to the exhaust manifold E when the exhaust valve 50 opens.

[0021] The internal combustion engine 100 is also provided with a valve sliding noise detection device 60. The valve sliding noise detection device 60 detects sliding noise S generated in conjunction with the operation of the intake valves 40 and exhaust valves 50, which are engine valves, such as the guide stem sliding noise S generated between the first valve guide 34 and the first valve stem 41 of the intake valve 40, and the guide stem sliding noise S generated between the second valve guide 35 and the second valve stem 51 of the exhaust valve 50. The valve sliding noise detection device 60 then outputs a signal representing the detected guide stem sliding noise S to the control device 70. Here, the valve sliding noise detection device 60 can have, for example, a directional microphone capable of efficiently collecting sound as its main element.

[0022] The control device 70 controls the fuel injection timing, fuel injection amount, etc. of the internal combustion engine 100, and also determines the lifespan of the intake valves 40 and the exhaust valves 50 to prompt maintenance. The control device 70 includes, as its main components, a microcomputer having a CPU, ROM, RAM, and various interfaces, and notifies the driver or the like of the operating state of the internal combustion engine 100 via an indicator 71. The control device 70 is also connected to a group of sensors 80 provided in the internal combustion engine 100. Here, examples of the group of sensors 80 include a rotational speed sensor 81, an air flow meter 82, an air-fuel ratio sensor 83, a throttle opening sensor 84, and a gear position sensor 85.

[0023] The rotational speed sensor 81 detects the engine rotational speed NE, which is the rotational speed of the crankshaft 12 of the internal combustion engine 100. The air flow meter 82 detects the amount of intake air GA that is adjusted by the throttle valve 32 and passes through the intake manifold I. The air-fuel ratio sensor 83 is provided, for example, upstream of the exhaust gas purification catalyst 33 in the exhaust manifold E, and detects the air-fuel ratio A / F based on the oxygen content in the exhaust gas. The throttle opening sensor 84 is provided in the intake manifold I, and detects the valve opening TA of the throttle valve 32 that corresponds to the amount of operation of an accelerator pedal (not shown). The gear position sensor 85 is provided in a transmission (not shown), and detects, for example, the gear position GP selected by the driver.

[0024] The control device 70 is also connected to the valve sliding noise detection device 60, and acquires a signal representing the guide stem sliding sound S detected by the valve sliding noise detection device 60. In this case, the control device 70 can acquire, for example, sound pressure, frequency, waveform, etc. as a signal as the guide stem sliding sound S. Then, as will be described later, the control device 70 determines wear, etc., of the intake valves 40 and exhaust valves 50, i.e., their lifespan, based on the acquired guide stem sliding sound S, and performs control to prompt maintenance.

[0025] 1 and 2, the control device 70 further includes a lifespan determination unit 90. The control device 70 also includes an acquisition unit 91, a cumulative sliding count calculation unit 92, an input stress calculation unit 93, a temperature estimation unit 94, a cumulative damage rate estimation unit 95, a sliding sound discrimination unit 96, and an output unit 97.

[0026] The acquisition unit 91 is connected to the control device 70, and acquires detection values ​​detected by the valve sliding noise detection device 60 and the sensor group 80 via the control device 70, as well as control values ​​determined by the control device 70. Specifically, examples of the detection values ​​acquired by the acquisition unit 91 include the guide stem sliding noise S, the engine rotation speed NE, and the intake air amount GA, while examples of the control values ​​include the torque T that the internal combustion engine 100 should generate according to the valve opening TA and the gear position GP, ​​and the air-fuel ratio A / F according to the valve opening TA.

[0027] The cumulative sliding number calculation unit 92 calculates a cumulative sliding number NS, which is the cumulative number of sliding movements between the first valve guide 34 and the first valve stem 41 and between the second valve guide 35 and the second valve stem 51, based on, for example, the engine rotation speed NE acquired by the acquisition unit 91. The input stress calculation unit 93 calculates a stress P input to the intake valve 40 and the exhaust valve 50 due to the magnitude of the torque T generated in accordance with the accelerator operation by the driver and the selected gear, fluctuations in the torque T, etc., based on, for example, the engine rotation speed NE, the intake air amount GA, and the air-fuel ratio A / F acquired by the acquisition unit 91. The temperature estimation unit 94 estimates the temperatures TE of the intake valve 40 and the exhaust valve 50 due to heat generated in the combustion chamber 30, based on, for example, the engine rotation speed NE, the intake air amount GA, and the air-fuel ratio A / F acquired by the acquisition unit 91.

[0028] The cumulative damage rate estimation unit 95 acquires the cumulative number of sliding movements NS from the cumulative sliding movement calculation unit 92, the stress P from the input stress calculation unit 93, and the temperature TE from the temperature estimation unit 94. Based on the cumulative number of sliding movements NS, the stress P, and the temperature TE, the cumulative damage rate estimation unit 95 estimates a damage rate WD representing the ratio of dimensional change caused by wear, deformation, or the like to the initial dimensions of the first valve guide 34 and the first valve stem 41 of the intake valve 40 and the second valve guide 35 and the second valve stem 51 of the exhaust valve 50. If the estimated damage rate WD exceeds a preset threshold, the cumulative damage rate estimation unit 95 determines that the first valve guide 34 and the first valve stem 41 and the second valve guide 35 and the second valve stem 51 have reached the end of their product lives, and outputs a signal representing the damage rate WD to the output unit 97.

[0029] The sliding sound discriminator 96 determines whether the guide stem sliding sound S acquired by the acquisition unit 91 is abnormal. Specifically, the sliding sound discriminator 96 compares the guide stem sliding sound S with a reference guide stem sliding sound Sb when there is no wear or the like in the first valve guide 34 (second valve guide 35) or the first valve stem 41 (second valve stem 51). In this way, the sliding sound discriminator 96 determines that the guide stem sliding sound S is abnormal due to wear or the like in the intake valve 40 and the exhaust valve 50. If the guide stem sliding sound S is abnormal, the sliding sound discriminator 96 determines that the first valve guide 34 and the first valve stem 41, and the second valve guide 35 and the second valve stem 51 have reached the end of their product lives, and outputs a signal representing sliding sound abnormality information WS to the output unit 97.

[0030] When at least one of the damage rate WD output from the cumulative damage rate estimation unit 95 and the sliding sound abnormality information WS output from the sliding sound discrimination unit 96 is output, the output unit 97 outputs at least one of a signal representing the output damage rate WD and a signal representing the sliding sound abnormality information WS to the indicator 71. The indicator 71 is provided, for example, on an instrument panel inside the vehicle cabin, and notifies the driver of at least one of the damage rate WD and the sliding sound abnormality information WS. In this way, the control device 70 can, for example, prompt the driver to perform maintenance on at least one of the intake valve 40 and the exhaust valve 50.

[0031] 3, the control device 70 configured as described above controls the engine speed NE, torque T, air-fuel ratio A / F, and intake air amount GA of the internal combustion engine 100 based on control values ​​such as the valve opening TA related to the accelerator operation by the driver and the gear position GP related to gear selection. The control device 70 then supplies the engine speed NE, torque T, air-fuel ratio A / F, and intake air amount GA to the life determination unit 90, and also supplies the guide stem sliding sound S obtained from the valve sliding sound detection device 60.

[0032] In the life determination unit 90, as described above, the acquisition unit 91 acquires the engine rotation speed NE, torque T, air-fuel ratio A / F, intake air amount GA, and guide stem sliding sound S. Then, as described above, the cumulative damage rate estimation unit 95 estimates the damage rate WD based on the cumulative number of slides NS calculated by the cumulative number of slides calculation unit 92, the stress P calculated by the input stress calculation unit 93, and the temperature TE estimated by the temperature estimation unit 94, and when the estimated damage rate WD exceeds a threshold value, the output unit 97 outputs a signal representing the damage rate WD to the indicator 71. In this way, the control device 70 can, for example, prompt the driver to perform maintenance on at least one of the intake valve 40 and the exhaust valve 50.

[0033] Furthermore, in the life determination unit 90, as described above, the sliding sound determination unit 96 determines whether or not there is an abnormality in the guide stem sliding sound S. If it is determined that the guide stem sliding sound S is abnormal, the output unit 97 outputs a signal representing sliding sound abnormality information WS to the indicator 71. This enables the control device 70 to, for example, prompt the driver to perform maintenance on at least one of the intake valve 40 and the exhaust valve 50.

[0034] As can be understood from the above explanation, the vehicle control device 70 is capable of determining the lifespan of components that constitute the internal combustion engine 100 and recommending maintenance of the components based on the determined lifespan. The control device 70 has a lifespan determination unit 90 that determines the lifespan of at least one of the intake valve 40 and the exhaust valve 50, which are engine valves that open and close the combustion chamber 30 of the internal combustion engine 100, and the first valve guide 34 and the second valve guide 35, which are valve guides that guide the intake valve 40 and the exhaust valve 50, respectively, toward the combustion chamber 30, based on the engine rotation speed NE, torque T, air-fuel ratio A / F, and intake air amount GA that can be detected when the internal combustion engine 100 is operating.

[0035] This allows the life determination unit 90 of the control device 70 to determine the lifespan of the intake valves 40 and exhaust valves 50 and the first valve guide 34 and second valve guide 35 based on the engine rotation speed NE, torque T, air-fuel ratio A / F, and intake air amount GA. This allows the control device 70 to recommend maintenance based on the determined lifespan, making it possible to replace parts at an appropriate time and preventing damage to the internal combustion engine 100. [Explanation of symbols]

[0036] 10...cylinder block, 10A...cylinder, 11...piston, 20...cylinder head, 21...intake port, 22...exhaust port, 30...combustion chamber, 34...first valve guide, 35...second valve guide, 40...intake valve (engine valve), 50...exhaust valve (engine valve), 70...vehicle control device, 90...life determination unit, NE...engine rotation speed, T...torque, A / F...air-fuel ratio, GA...intake air amount

Claims

[Claim 1] A control device for a vehicle capable of determining the lifespan of a component constituting an internal combustion engine and prompting maintenance of the component based on the determined lifespan, A control device for a vehicle, comprising: a life determination unit that determines the life of at least one of an engine valve that opens and closes a combustion chamber of the internal combustion engine and a valve guide that guides the engine valve toward the combustion chamber, based on a rotational speed, torque, air-fuel ratio, and intake air amount that can be detected during operation of the internal combustion engine.

Images