Deterioration estimation device for electronic air conditioner

Abstract

The present invention provides a degradation estimation device for an electronic throttle device. In an electronic throttle device that opens and closes a throttle valve by a driving mechanism, by detecting the behavior of the driving mechanism that is operating the throttle valve, the degradation state of the electronic throttle device can be easily estimated while maintaining a vehicle-mounted state. The degradation state of the electronic throttle device is estimated by estimating the wear state of the intermediate gear based on the idling time (TI) of the intermediate gear idling during the period when the meshing state of the throttle gear that opens and closes the throttle valve and the intermediate gear that drives the throttle gear to rotate is switched due to the influence of the opener mechanism switching the force direction of the throttle valve when the throttle valve passes through the opener opening (OP) during the opening operation of the throttle valve, thereby estimating the degradation state of the electronic throttle device.

Description

Technical Field

[0001] The technology disclosed in this specification relates to a degradation estimation device for an electronic throttle device. Background Art

[0002] In the case of a product composed of a plurality of parts such as an automobile, parts that have reached the end of their life are replaced. On the other hand, even when the product is discarded, it is desirable to recycle and reuse parts that have a remaining life at that point in time from the perspective of resource conservation. Therefore, it is desirable to easily detect the deterioration state of each part. Patent document 1 discloses a device for predicting the remaining life of vehicle parts.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2021-67594 Summary of the invention

[0006] Problem that the invention aims to solve

[0007] The electronic throttle device is also an important safety component among automobile parts and is manufactured to have high reliability. Therefore, it is also a long-life component among automobile parts and is expected to be recycled even when the automobile is abandoned. On the other hand, in order to use it for a long time, it is necessary to easily detect the degradation state. However, there is currently no device for detecting the degradation state of the electronic throttle device.

[0008] The technical problem disclosed in this specification is that in an electronic throttle device that opens and closes a throttle valve by a driving mechanism, by detecting the behavior of the driving mechanism that is operating the throttle valve, the degradation state of the electronic throttle device can be easily estimated while remaining in the vehicle.

[0009] Solutions for solving problems

[0010] In order to solve the above-mentioned problem, the degradation estimation device of the electronic throttle device disclosed in this specification adopts the following scheme.

[0011] The first scheme is a degradation estimation device for an electronic throttle device, the electronic throttle device comprising: a throttle valve, which is arranged in an intake passage of an internal combustion engine and adjusts the amount of air intake to the internal combustion engine by adjusting the opening; a driving mechanism, which drives the throttle valve in a manner that adjusts the opening of the throttle valve; a throttle valve opening sensor, which detects the opening of the throttle valve; and an opener mechanism, which, when the opening adjustment of the throttle valve by the driving mechanism is released, applies force to the throttle valve toward the opening side so that the throttle valve is the opening. Opener opening, if the opening of the throttle valve is closer to the open side than the opener opening, force is applied to the throttle valve toward the closed side so that the throttle valve is at the opener opening, wherein the degradation estimation device includes a degradation estimation circuit, the degradation estimation circuit drives the throttle valve through the driving mechanism so that the throttle valve continuously opens from the closed side to the open side with the opener opening as a passing point, or continuously closes from the open side to the closed side, and detects the behavior of the driving mechanism when passing through the opener opening, thereby estimating the degradation state of the electronic throttle device.

[0012] According to the first embodiment, the degradation estimation circuit can estimate the degradation state of the electronic throttle device by detecting the behavior of the drive mechanism when the throttle valve is continuously opened or closed and passes the opener opening. Therefore, according to the first embodiment, the degradation state of the electronic throttle device can be estimated while maintaining the vehicle-mounted state.

[0013] The second scheme is that in the above-mentioned first scheme, the driving mechanism comprises: a motor as a driving source; a motor gear, which is arranged on the output shaft of the motor; a throttle gear, which enables the throttle valve to open and close; and an intermediate gear, which is located between the throttle gear and the motor gear and meshes with the throttle gear and the motor gear, and the degradation estimation circuit estimates the degradation state of the electronic throttle device based on the idling time of the intermediate gear during the period when the meshing state of the throttle gear and the intermediate gear is switched due to the influence of the switching of the force direction of the opener mechanism when the throttle valve passes through the opener opening during the opening operation of the throttle valve or the closing operation of the throttle valve.

[0014] According to the second embodiment, during the opening operation or the closing operation of the throttle valve, the force direction of the opener mechanism changes when the opener opening is passed, thereby switching the meshing state of the throttle gear and the intermediate gear between the throttle gear side and the intermediate gear side. During the switching, the intermediate gear idles. The degree of wear of the intermediate gear can be estimated based on the length of the idle time.

[0015] A third embodiment is that, in the above-mentioned second embodiment, the idling time is determined based on the time for which the opening operation speed or the closing operation speed of the throttle valve continues to be less than a prescribed value.

[0016] According to the third aspect, the idling time can be easily obtained based on the detection signal of the throttle opening sensor.

[0017] A fourth aspect is that, in the second aspect or the third aspect, the idling time is determined based on time data exceeding a predetermined lower limit time, excluding time data shorter than the predetermined lower limit time.

[0018] According to the fourth aspect, when the idling time cannot be measured normally due to fluctuations in the signal from the throttle opening sensor, the idling time with less error can be obtained based on only the normal time data by excluding such short-term abnormal data.

[0019] The fifth scheme is that in any one of the above-mentioned second scheme to fourth scheme, the idling time is determined in the following manner: the current measured value of the idling time is compared with the idling time when the electronic throttling device is started to be used, and the abnormal value in which the idling time of the former is shorter than the idling time of the latter is excluded, and the idling time is determined based on the idling time of the former which is longer than the idling time of the latter.

[0020] According to the fifth scheme, the abnormal value of the current measured value of the idling time shorter than the idling time when the electronic throttle device is first used can be excluded, and the idling time with less error can be calculated based on the former idling time that is longer than the latter idling time.

[0021] A sixth aspect is that, in the fifth aspect, as the idling time, an idling time difference obtained by subtracting the idling time when the electronic throttle device starts to be used from the current measured value of the idling time is used.

[0022] According to the sixth scheme, the idle time difference obtained by subtracting the idle time when the electronic throttle device is first used from the current measured value of the idle time is used as the idle time, so that only the time increased due to the wear of the intermediate gear can be extracted to estimate the degradation of the electronic throttle device.

[0023] A seventh aspect is, in any one of the second to sixth aspects, wherein the idling time is determined based on an average value of a plurality of measurement results.

[0024] According to the seventh aspect, since the idle time is determined based on the average value, it is possible to suppress the variation in each measurement and stably estimate the degree of wear of the intermediate gear.

[0025] An eighth aspect is that, in any one of the first to seventh aspects, the degradation estimation circuit operates every time the internal combustion engine equipped with the electronic throttle device is stopped.

[0026] According to the eighth scheme, the degradation state of the electronic throttle device is estimated when the internal combustion engine is stopped, so the estimation operation can be performed stably. That is, when the internal combustion engine is stopped, there is a margin in the processing capacity of the control circuit of the internal combustion engine, so when the same control circuit is used as the degradation estimation circuit, the sampling rate of the throttle valve opening sensor signal in the degradation estimation circuit can be made more precise. In addition, since the degradation state of the electronic throttle device is estimated without operating the accelerator pedal, the estimation operation can be performed without being affected by the operation of the accelerator pedal. Furthermore, the estimation operation can be performed with high precision without being affected by interference such as vibration and heat of the internal combustion engine.

[0027] The ninth scheme is that in any one of the first to eighth schemes, the degradation estimation circuit comprises: a throttle valve opening working unit, which drives the throttle valve through the drive mechanism to continuously open the throttle valve from the closed side to the open side with the opener opening as a passing point; a throttle valve closing working unit, which drives the throttle valve through the drive mechanism to continuously close the throttle valve from the open side to the closed side with the opener opening as a passing point; and an opening work behavior detection unit, which detects when the throttle valve opening working unit causes the throttle valve to open and the throttle valve opening passes through the opening. a closing action detection unit, which detects the action of the driving mechanism when the throttle valve closing action unit causes the throttle valve to close and the throttle valve opening passes through the opener opening; and an identification unit, which compares the detection signals of the opening action detection unit and the closing action detection unit to identify which of the degradation states of the side that causes the throttle valve to open relative to the opener opening and the degradation state of the side that causes the throttle valve to close relative to the opener opening has become more severe.

[0028] According to the ninth scheme, it is possible to identify which side of the throttle valve that performs the opening operation and the side that performs the closing operation relative to the opener opening has been deteriorated, so when a second-hand electronic throttle device is used as a repair product, an electronic throttle device that meets the needs of the user can be selected. That is, for users who often use the side closer to the opening than the opener opening, a repair product in which the drive mechanism of the side that performs the closing operation relative to the opener opening is deteriorated is provided. On the contrary, for users who often use the side closer to the closing than the opener opening, a repair product in which the drive mechanism of the side that performs the opening operation relative to the opener opening is deteriorated is provided. In this way, the deteriorated electronic throttle device can be effectively used as a repair product.

[0029] A tenth means is that, in the ninth means, the opening operation behavior detection unit and the closing operation behavior detection unit detect the behavior of the drive mechanism based on the magnitude of the change in the drive current in the drive mechanism.

[0030] According to the tenth aspect, the behavior of the drive mechanism can be detected based on the magnitude of the change in the drive current of the drive mechanism. Therefore, detection can be performed without using a special sensor. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a cross-sectional view of the electronic throttle device in the first embodiment.

[0032] Figure 2 This is a side view of the electronic throttle device with the cover removed.

[0033] Figure 3 This is an explanatory diagram for explaining the meshing relationship between the intermediate gear and the throttle valve gear during the period in which the throttle valve is opened on the closing side of the opener opening in the above-mentioned electronic throttle device.

[0034] Figure 4 is with Figure 3 The same explanatory diagram is an explanatory diagram for explaining the meshing relationship between the intermediate gear and the throttle gear on the open side relative to the opener opening.

[0035] Figure 5 This is an explanatory diagram for explaining the meshing relationship between the intermediate gear and the throttle valve gear during the period in which the throttle valve is closed at a position closer to the open side than the opener opening in the above-mentioned electronic throttle device.

[0036] Figure 6 is with Figure 5 The same explanatory diagram is an explanatory diagram for explaining the meshing relationship between the intermediate gear and the throttle valve gear on the closing side of the opener opening.

[0037] Figure 7This is a timing chart for explaining the operation status of the measurement mode in the first embodiment.

[0038] Figure 8 It is a timing chart explaining the details of the above-mentioned measurement mode.

[0039] Fig. 9 It is a block circuit diagram of a control circuit of the electronic throttle device in the first embodiment.

[0040] Fig.10 This is a flowchart for explaining the control contents of the measurement mode in the control circuit.

[0041] Fig.11 This is a flowchart for explaining the idling time measurement operation in the above-mentioned measurement mode.

[0042] Fig.12 This is a flowchart for explaining the wear determination operation in the above-mentioned measurement mode.

[0043] Fig.13 is with Figure 8 The same timing diagram shows the deviation of each measurement.

[0044] Fig.14 is the same as in the second embodiment Fig.10 The corresponding flow chart.

[0045] Fig.15 is the same as in the third embodiment Fig.10 The corresponding flow chart.

[0046] Fig.16 is the same as in the fourth embodiment Fig.10 The corresponding flow chart.

[0047] Fig.17 This is a timing chart for explaining the content of the measurement mode in the fourth embodiment. DETAILED DESCRIPTION

[0048] <Structure of electronic air-saving device>

[0049] Figure 1 , Figure 2An example of an electronic throttle device that is the object of degradation estimation in the degradation estimation device of the electronic throttle device of the first embodiment is shown. The electronic throttle device 10 in this case is a well-known electronic throttle device, and is provided with a throttle valve 20 and a motor 30 in a throttle body 11 made of aluminum die casting. The throttle valve 20 is configured to open and close a throttle valve passage 13 formed in the throttle valve body 11. The throttle valve passage 13 forms a part of the intake passage of the internal combustion engine. A throttle valve shaft 21 is integrally provided in the throttle valve 20. The throttle valve shaft 21 is freely rotatable in two directions on the throttle valve body 11 through bearings 22 and 23 provided at both ends thereof. Therefore, the throttle valve 20 is opened and closed by the rotation of the throttle valve shaft 21 to adjust the intake amount of the internal combustion engine. On the other hand, the motor 30 is provided adjacent to the throttle valve 20, and is configured so that the motor output shaft 31 is parallel to the throttle valve shaft 21.

[0050] The motor output shaft 31 and the throttle shaft 21 are connected by a reduction gear mechanism 60. The rotation output of the motor 30 is reduced by the reduction gear mechanism 60, and the throttle shaft 21 and the throttle valve 20 are rotated to open and close the throttle valve passage 13. Therefore, the opening of the throttle valve 20 can be adjusted by the rotation of the motor 30. The reduction gear mechanism 60 includes: a throttle gear 61 coupled to the throttle shaft 21; a motor gear 63 coupled to the motor output shaft 31; and an intermediate gear 62 meshing with the two gears 61 and 63. The intermediate gear 62 is formed by integrally forming a large diameter gear 62A and a small diameter gear 62B. The large diameter gear 62A meshes with the motor gear 63, and the small diameter gear 62B meshes with the throttle gear 61. The motor 30 and the reduction gear mechanism 60 constitute a drive mechanism 65 for adjusting the opening of the throttle valve 20. The cover 12 is provided so as to cover the reduction gear mechanism 60 , and the cover 12 is coupled to the throttle body 11 .

[0051] The throttle gear 61 is provided with an opener mechanism 50 between the throttle gear 61 and the throttle body 11. The opener mechanism 50 is configured to apply force to open the throttle valve 20 to a predetermined opening (hereinafter referred to as the opener opening) when the throttle valve 20 is released from the rotational drive of the motor 30. Figure 2 The state set to the opener opening is shown. The opener mechanism 50 includes an opener spring 53, which is formed by integrally connecting a first spring 51 and a second spring 52. The first spring 51 applies force to the throttle valve 20 in the closing direction toward the opener opening, and the second spring 52 applies force to the throttle valve 20 in the opening direction toward the opener opening. The opener mechanism 50 is provided to enable the vehicle to perform evacuation travel at a minimum speed when the function of the motor 30 to adjust the opening of the throttle valve 20 fails.

[0052] The throttle valve opening sensor 40 is provided on the throttle valve gear 61 so as to span between the throttle valve gear 61 and the cover 12. The throttle valve opening sensor 40 includes a magnetic circuit 41 provided on the inner peripheral wall of the cylindrical throttle valve gear 61, and a Hall IC 42 provided on the cover 12 and protruding toward the inner periphery of the cylindrical throttle valve gear 61. Therefore, the throttle valve opening sensor 40 detects the opening of the throttle valve 20 and outputs a detection signal from the Hall IC 42.

[0053] The gears 61, 62, and 63 of the reduction gear mechanism 60 are made of resin. In the electronic throttle device 10, the meshing parts of the gears 61, 62, and 63 are more easily worn than other parts due to long-term use. In particular, the small-diameter gear 62B of the intermediate gear 62 meshing with the throttle gear 61 is easily worn. The reason is that the intermediate gear 62 is formed of a material that is more easily worn than the throttle gear 61. For example, fluororesin is mixed into the resin of the intermediate gear 62.

[0054] <About Idle Rotation of Intermediate Gear 62>

[0055] Figure 3 The small-diameter gear 62B of the intermediate gear 62 and the throttle gear 61 are shown in a state where the throttle valve 20, which is on the closing side relative to the opener opening OP, is opened. Figure 3 The symbol recorded at the upper left corner of the right side of the arrow indicates that the throttle valve 20 is operated in the direction of opening, and the line intersecting the arrow in the horizontal direction indicates the opener opening OP. In addition, the black dot on the arrow indicates the Figure 3 The opening degree of the throttle valve 20 connected to the throttle gear 61 shown in the figure is, here, the throttle valve opening degree on the closing side relative to the opener opening degree OP.

[0056] Figure 3 The small-diameter gear 62B of the intermediate gear 62 and the throttle gear 61 shown rotate in the opening direction of the arrow. At this time, the throttle gear 61 is rotationally driven by the small-diameter gear 62B driven by the motor 30. However, the throttle gear 61 is applied with a force in the direction of opening the throttle valve 20 as shown by the arrow by the opener spring 53 of the opener mechanism 50. Therefore, in fact, the throttle gear 61 rotates following the rotation of the small-diameter gear 62B.

[0057] Figure 4 Shown as Figure 3 As shown by the mark in the upper left corner, the opening degree of the throttle valve 20 becomes closer to the open side than the opener opening degree OP when the throttle valve 20 is opened. When the throttle valve 20 reaches the opener opening degree OP at the previous time point, the force applied by the opener spring 53 disappears. Therefore, the rotation of the throttle gear 61 stops, and the small diameter gear 62B idles. That is, Figure 3 , Figure 4 In this way, the meshing state between the small diameter gear 62B and the throttle gear 61 is switched. If the rotation of the throttle gear 61 by the small diameter gear 62B continues, the biasing force of the opener spring 53 is applied in the direction of closing the throttle valve 20 as shown by the arrow.

[0058] The small diameter gear 62B is dynamically matched with the intermediate gear shaft 62C. Figure 3 , Figure 4 In this way, the small-diameter gear 62B moves in a direction away from the throttle gear 61 relative to the intermediate gear shaft 62C due to the reaction force when meshing with the throttle gear 61, compared with the ideal state (the intermediate gear shaft 62C and the axis of the small-diameter gear 62B are coaxial). As a result, the idling time of the small-diameter gear 62B is further prolonged. Figure 3 , Figure 4 61A represents the pitch circle of the throttle gear 61, 61B represents the addendum circle of the throttle gear 61, 61C represents the root circle of the throttle gear 61, 62BA represents the pitch circle of the small-diameter gear 62B, 62BB represents the addendum circle of the small-diameter gear 62B, and 62BC represents the root circle of the small-diameter gear 62B.

[0059] Thus, during the opening operation of the throttle valve 20, when the opener opening degree OP is passed, the small-diameter gear 62B idles relative to the throttle valve gear 61. Figure 4 If the throttle valve gear 61 is worn as shown in W, the throttle valve gear 61 starts to rotate slower through the small-diameter gear 62B, and the idling time becomes longer.

[0060] Figure 5 Shown as Figure 3 Similarly, as shown by the mark in the upper left corner, the throttle valve 20 which is closer to the open side than the opener opening OP is closed. Figure 5 The small-diameter gear 62B and the throttle gear 61 shown rotate in the closing direction of the arrow. That is, the throttle gear 61 is rotationally driven by the small-diameter gear 62B. However, the throttle gear 61 is urged in the direction of closing the throttle valve 20 as shown by the opener spring 53 of the opener mechanism 50. Therefore, in reality, the throttle gear 61 rotates following the rotation of the small-diameter gear 62B.

[0061] Figure 6 As shown by the mark in the upper left corner, the opening of the throttle valve 20 becomes closer to the closing side than the opener opening OP when the throttle valve 20 is closed. When the throttle valve 20 reaches the opener opening OP at the previous time point, the force applied by the opener spring 53 disappears. Therefore, the rotation of the throttle gear 61 stops, and the small diameter gear 62B idles. That is, Figure 5 , Figure 6In this way, the meshing state between the small diameter gear 62B and the throttle gear 61 is switched. If the rotation of the throttle gear 61 by the small diameter gear 62B continues, the biasing force of the opener spring 53 is applied in the direction of opening the throttle valve 20 as shown by the arrow.

[0062] In addition, if Figure 5 , Figure 6 Thus, the small diameter gear 62B moves in a direction away from the throttle gear 61 relative to the intermediate gear shaft 62C compared to the ideal state (the intermediate gear shaft 62C and the axis of the small diameter gear 62B are coaxial) due to the reaction force when meshing with the throttle gear 61.

[0063] Thus, during the closing operation of the throttle valve 20, when the opener opening OP is passed, the small-diameter gear 62B idles relative to the throttle valve gear 61. Figure 6 If the throttle valve gear 61 is worn as shown in W, the throttle valve gear 61 starts to rotate slower through the small-diameter gear 62B, and the idling time becomes longer.

[0064] <First Embodiment>

[0065] Figure 7 The following is an overview of the operation of the degradation estimation device of the electronic throttle device 10 mounted on the internal combustion engine as a first embodiment. Figure 7 The following processing is performed as in (1): when the internal combustion engine stops (equivalent to T1), the throttle valve opening is temporarily set to fully closed (equivalent to T3), and then the throttle valve 20 is opened at a predetermined fixed speed (e.g., 20 degrees per second) for a fixed time (e.g., 1 second, equivalent to T3-T4), and then the throttle valve opening is set to the opener opening (OP opening) (equivalent to T5). In this way, the degradation state of the electronic throttle device 10 is estimated during the period when the throttle valve 20 is opened (equivalent to T3-T4). Details will be described later. Figure 7 (2) Figure 7 As in (3) of FIG. 1 , even if the internal combustion engine is stopped at time point T1, the throttle valve opening sensor 40, the motor 30, and the control circuit 70 (see FIG. 1 ) are continuously supplied. Fig. 9 ) is not supplied with power. At time T7, when all the processing related to the operation of the internal combustion engine, including the estimation processing of the degradation state of the electronic throttle device 10, is completed, the power supply to the throttle valve opening sensor 40, the motor 30 and the control circuit 70 is cut off. In this way, even if the throttle valve 20 is opened, fuel is not supplied to the internal combustion engine after time T1, so the internal combustion engine does not work. Whenever the internal combustion engine is stopped, the Figure 7 Description of the process.

[0066] exist Fig. 9The control circuit 70 of the internal combustion engine (omitted from the figure) is extracted and shown. The control circuit 70 is configured to include a program-built-in computer. The detection signals of the throttle valve opening sensor 40 and the accelerator pedal sensor 80 of the electronic throttle device 10 are input to the control circuit 70. The accelerator pedal sensor 80 detects the amount of operation of the accelerator pedal (omitted from the figure) by the driver driving the vehicle. On the other hand, the control circuit 70 receives the detection signals of the throttle valve opening sensor 40 and the accelerator pedal sensor 80 to control the rotation of the motor 30 of the electronic throttle device 10. That is, the motor 30 is driven to rotate according to the amount of operation of the accelerator pedal, and when the throttle valve opening sensor 40 detects that the throttle valve opening corresponding to the amount of operation of the accelerator pedal is reached, the rotation of the motor 30 is stopped. The control circuit 70 also has the function of a degradation estimation device of the electronic throttle device 10.

[0067] Fig.10 The contents of the degradation estimation program of the electronic air-saving device 10 executed by the computer of the control circuit 70 are shown. Figure 7 When the internal combustion engine is stopped and the degradation estimation program is executed as at time point T1, in step S1, it is determined whether the IG-OFF flag is set and is in the ON state. When the IG switch is disconnected in order to stop the internal combustion engine, the IG-OFF flag is set. Therefore, at time point T1, the IG-OFF flag is set, and an affirmative judgment is made in step S1 to enter step S2, so it is determined whether the life detection flag is set and is in the ON state. Initially, the life detection flag is not in the ON state, so a negative judgment is made in step S2, and the life detection flag is set to the ON state in step S3 (time point T2). When the life detection flag is set to the ON state, the degradation state of the electronic throttle device 10 begins to be detected (estimated). In the subsequent processing, an affirmative judgment is made in step S2, and in step S4 it is determined whether the output signal of the throttle valve opening sensor 40 outputs a signal that the throttle valve opening is fully closed. Initially, the throttle valve opening is not fully closed, so a negative judgment is made in step S4, and in step S5, the motor 30 is operated to make the throttle valve opening fully closed (time point T3). When the throttle valve opening is fully closed in this way, an affirmative judgment is made in step S4, and the degradation estimation process (determination of idling time) is started in step S6. Figure 7 , Figure 8 At time point T3, the throttle valve 20 begins to open at a speed of 20 degrees per second. Figure 8 (1) Figure 8 (2) shows that Figure 7 The detection signal of the throttle valve opening sensor 40 after T3 and the angular velocity signal obtained by differentiating the detection signal.

[0068] In step S7, it is determined whether the measurement start flag is set to the ON state. Since the measurement start flag is not initially in the ON state, a negative determination is made in step S7. In step S8, the measurement start flag is set to the ON state and the throttle valve operation timer is reset to "0", and the throttle valve operation timer starts measurement. After the measurement start flag is set to the ON state, an affirmative determination is made in step S7. In step S9, it is determined whether the command speed of the opening operation of the throttle valve 20 is set to 20 degrees per second. When the command speed does not reach 20 degrees per second, a negative determination is made in step S9, and the above-mentioned step S8 is repeated. When the command speed reaches 20 degrees per second, an affirmative determination is made in step S9, and the measurement process of the idling time is performed in step S20.

[0069] When executing step S20, Fig.11 In step S21, it is determined whether the detection value of the throttle valve opening sensor 40 reaches the preset opening LOP (the detection value of the throttle valve opening sensor 40 and the opener opening -0.02V) on the front side of the opener opening OP. Figure 8 When the detection value of the throttle valve opening sensor 40 reaches LOP at time point T31, an affirmative judgment is made in step S21, and the detection flag is set (ON) in step S22. If the detection flag is set, the timer for measuring the idling time is set to a state in which the measurement can be performed. In the next step S23, it is determined whether the angular velocity of the throttle valve 20 obtained by differentiating the detection signal of the throttle valve opening sensor 40 is less than 10 degrees per second. That is, it is determined here whether the opening speed of the throttle valve 20 is less than a specified value, for example, whether it has stopped. If Figure 8 At the time point T32, the angular velocity is less than 10 degrees per second, a positive judgment is made in step S23, and the idling time counting flag is set (ON) in step S24. If the idling time counting flag is set, the idling time measurement timer starts counting. The idling time during which the rotation of the throttle gear 61 stops and the small diameter gear 62B of the intermediate gear 62 idles is measured in this way. The idling of the small diameter gear 62B is detected as the behavior of the drive mechanism.

[0070] In the next step S25, it is determined whether the angular velocity of the throttle valve 20 is greater than 10 degrees per second. Figure 8 If the angular velocity at time T33 of the throttle valve 20 is greater than 10 degrees per second, a positive judgment is made in step S25, and the idle time count completion flag is set (ON) in step S26. If the idle time count completion flag is set, the idle time measurement timer stops counting. Therefore, the idle time measurement timer is used to measure the time when the angular velocity of the throttle valve 20 is less than 10 degrees per second (equivalent to Figure 8This time is the time during which the rotation of the throttle gear 61 is temporarily stopped near the opener opening degree when the motor 30 is opening the throttle valve 20 through the meshing of the intermediate gear 62 and the throttle gear 61 due to the idle rotation of the intermediate gear 62 (refer to Figure 3 , Figure 4 ).

[0071] In step S27, it is determined whether the detection value of the throttle valve opening sensor 40 exceeds the opener opening OP and reaches a preset opening HOP (the detection value of the throttle valve opening sensor 40 and the opener opening + 0.02V). Figure 8 At time point T34, when the detection value of the throttle valve opening sensor 40 reaches HOP, a positive judgment is made in step S27, and the detection completion flag is set (ON) in step S28. If the detection completion flag is set, the operation of the idle time measurement timer is stopped. Fig.10 The idling time measurement process of step S20 in is completed.

[0072] exist Fig.10 In step S31, it is determined whether the measurement time of the throttle valve operation timer reaches a preset time, such as 1 second. If the measurement time of the throttle valve operation timer reaches the preset time, a positive determination is made in step S31, and a measurement completion flag is set (ON) in step S32. When the measurement completion flag is set, the operation of the throttle valve operation timer is stopped.

[0073] In step S33, it is determined whether the idling time measured in the idling time measurement process of step S20 is a preset lower limit time, for example, more than 20 milliseconds. In the case where the idling time is less than the lower limit time, a negative judgment is made in step S33, and the idling time data is deleted in step S34. Through this process, data that is obviously incorrect as idling time is excluded. As described above, as idling time, the time when the angular velocity of the throttle valve 20 is less than 10 degrees per second is measured. However, if the detection signal of the throttle opening sensor 40 contains "fluctuation", it is considered that the abnormally short time will be detected as idling time due to the influence of the fluctuation. Fig.13 Shown with Figure 8 The same is true for measuring the idling time. In the idling time measurement range, i.e., between T31 and T34, if Fig.13 If the detection signal of the throttle valve opening sensor 40 of (1) contains "fluctuation" as shown by "F", then Fig.13 As shown in "TS" of (2), due to the influence of "surging", the angular velocity of the throttle valve 20 becomes less than 10 degrees per second during the non-idling time, resulting in erroneous detection of the idling time. In the processing of steps S33 and S34, such erroneous detection data is removed.

[0074] When the idle time is greater than the lower limit time, a positive judgment is made in step S33, and the idle time data is saved in step S35. In step S35, the average value of the idle time data of a predetermined number of measurements (for example, 20 times) is saved. In the next step S40, the determination process of the wear state of the intermediate gear 62 is performed.

[0075] When executing step S40, Fig.12 In step S41, the Δ idling time is calculated. The Δ idling time is the idling time (current measured value) saved in step S35 minus the time at the start of use.

[0076] The value obtained by calculating and saving the idling time at the initial stage of the electronic throttling device 10. In step S42, 5 determines whether the Δ idling time is greater than 0. Δ idling time less than 0 means that the idling time at the current time point is shorter than the initial idling time when the electronic throttling device 10 is used. If the wear of the intermediate gear 62 increases, the idling time should become longer. This is obviously wrong data (abnormal value). Therefore, such wrong data is not used, and a positive judgment is made in step S42 only when the Δ idling time is greater than 0. In the next step,

[0077] In the following step S43, it is determined whether the Δ idling time is less than a first predetermined value. If the Δ idling time is greater than the first predetermined value, a negative determination is made in step S43, and in step S44

[0078] The warning light (MIL) is turned on. That is, when the wear of the intermediate gear 62 increases and the degradation state approaches the limit, it is judged that the idling time has become longer, and the warning light is turned on to warn the user of the degradation state of the electronic throttle device 10. On the other hand, when the Δ idling time is less than the first specified value, a positive judgment is made in step S43, and the determination process of the wear state in step S40 is terminated.

[0079] 5After that, Fig.10 In step S36, the life detection flag is reset to the OFF state ( Figure 7 Time

[0080] Point T6). Thus, it is recorded that the detection (estimation) of the degradation state of the electronic throttle device 10 has been completed.

[0081] Through the above Fig.10 The idling time of the intermediate gear 62 is measured according to the time when the opening speed of the throttle valve 20 decreases, and the wear state of the intermediate gear 62 is estimated according to the length of the time.

[0082] That is, it estimates the degradation state of the electronic throttle device 10. This process does not require the electronic throttle device 10 to be removed from the internal combustion engine, but can be performed while the electronic throttle device 10 is mounted on the vehicle.

[0083] <Second Embodiment>

[0084] Fig.14 The second embodiment is shown. The second embodiment is characterized by changing the processing method from the first embodiment described above to the determination of the wear state using the obtained idle time data. The other structures of the two are the same, and the re-explanation of the same parts is omitted.

[0085] 5 in Fig.14 In step S33, it is determined whether the measured idling time is a preset time.

[0086] The lower limit time is, for example, 20 milliseconds or more. When the idle time is less than the lower limit time, a negative judgment is made in step S33, and the idle time data is deleted in step S34. So far, it is the same as the first embodiment. If the idle time is greater than the lower limit time and a positive judgment is made in step S33, the Δ idle time is calculated as described above in step S41. In the next step S42, it is determined whether the Δ idle time is greater than 0. As in the case of the first embodiment, when the Δ idle time is less than 0, such erroneous data is not used, and a positive judgment is made in step S42 only when the Δ idle time is greater than 0, and the average value of the Δ idle time of the predetermined number of measurements is saved in step S45. Then, in steps S43 and S44, when the Δ idle time is greater than the first specified value, the warning light (MIL) is turned on in step S44, and when the Δ idle time is less than the first specified value, the determination process of the wear state is terminated.

[0087] While the first embodiment directly calculates the average value of the idle time data using the idle time, the second embodiment calculates the average value of the data representing the idle time using the average value of the Δ idle time and uses the average value to determine the wear state.

[0088] <Third Embodiment>

[0089] Fig.15 The third embodiment is different from the second embodiment described above (see Fig.14 ) is that the method of processing up to the determination of the wear state using the obtained idling time data is changed. The other structures of the two are the same, and the re-explanation of the same parts is omitted.

[0090] exist Fig.15In addition to the processing of step S35 and step S46, the other processing is the same as Fig.14 The second embodiment is the same as in step S35 of the first embodiment. In step S35, the average value of the idling time data obtained in the idling time measurement process of step S20 is saved. Then, in the next step S46, it is determined whether the average value of the idling time data saved in step S35 is less than a pre-set second specified value. When the idling time is greater than the second specified value, the warning light (MIL) is turned on in step S44. When the idling time is less than the second specified value, the determination process of the wear state is terminated.

[0091] While the second embodiment uses the average value of Δidle time to obtain the average value of data representing the idle time, the third embodiment uses the idle time to directly obtain the average value of the idle time data and uses the average value to determine the wear state.

[0092] <Fourth Embodiment>

[0093] Fig.16 The fourth embodiment is different from the first embodiment (see Fig.10 ) is that it is possible to identify which of the degradation states of the side that makes the throttle valve open relative to the opening of the opener and the degradation state of the side that makes the throttle valve close relative to the opening of the opener has been aggravated. The other structures of the two are the same, and the re-explanation of the same parts is omitted.

[0094] exist Fig.16 In step S51, it is determined whether the IG-OFF flag is set and is in the ON state. When the IG switch is disconnected in order to stop the internal combustion engine, the IG-OFF flag is set. At this point in time, the IG-OFF flag is set and an affirmative judgment is made in step S51, and it is determined in step S52 whether the measurement start flag is set and is set to the ON state. Since the measurement start flag is not initially in the ON state, a negative judgment is made in step S52, and the measurement start flag is set to the ON state and the measurement completion flag is set to the OFF state in step S53. Here, the throttle valve working timer starts the measurement. After the measurement start flag is set to the ON state, an affirmative judgment is made in step S52, and in step S54, the throttle valve 20 is opened to a position 20 degrees from the fully closed side ( Fig.17 At time point T0), in the next step S55, the throttle valve 20 is closed at a speed of 20 degrees per second. Then, in step S56, Fig.17 As shown in TI of (1), the time at which the intermediate gear 62 idles for a predetermined time or longer is calculated ( Fig.17The change Ic of the driving current of the motor 30 at the time point T1).

[0095] When the throttle valve opening passes the opener opening OP, the intermediate gear 62 idles, so the throttle valve opening can no longer follow the command value of the throttle valve opening. In order to recover the follow-up delay, the drive current of the motor 30 changes significantly. Therefore, the change in the motor current is equivalent to the idle time of the intermediate gear 62. In other words, the change in the motor current is equivalent to the wear amount of the intermediate gear 62. Therefore, the change in the motor current is detected as the behavior of the drive mechanism.

[0096] In step S57, the throttle valve 20 is closed to a fully closed state, and in the next step S58, the throttle valve 20 is opened at a speed of 20 degrees per second. Then, in step S59, Fig.17 As shown in TI of (1), the intermediate gear 62 is calculated immediately after idling for a predetermined period of time or more ( Fig.17 The change in the drive current Io of the motor 30 at the time point T2) is calculated. In step S60, the throttle valve opening is continued for a predetermined time, for example, 1 second. This time is measured by the throttle valve operation timer.

[0097] In step S61, the change amount Ic of the drive current of the motor 30 obtained in step S56 is compared with the change amount Io of the drive current of the motor 30 obtained in step S59. As a result, if Io is greater than Ic, it is determined in step S62 that the throttle valve 20 is opened further than the opener opening.

[0098] The wear of the intermediate gear 62 on the side that performs the opening operation is greater than the wear of the side that performs the closing operation of the throttle valve 20, and the wear is stored. In addition, when Ic is greater than Io, it is determined in step S63 that the wear of the intermediate gear 62 on the side that performs the closing operation of the throttle valve 20 is greater than the wear of the side that performs the opening operation of the throttle valve 20 compared to the opener opening, and the wear is stored. Then, in step S64, the measurement completion flag is set to the ON state, the measurement start flag is set to the OFF state, and the upper

[0099] The operation of the throttle valve operation timer is stopped. In the next step S65, the throttle valve 200 is set to the opener opening OP and the power supply of the control circuit 70 is turned off. The opener opening OP may also be set to a learning value.

[0100] exist Fig.16 In the embodiment, the processing of step S55 is equivalent to the throttle valve closing working unit in the ninth solution for solving the problem, and the processing of step S58 is equivalent to the throttle valve opening working unit in the ninth solution.

[0101] The processing of step S56 is equivalent to the closing work behavior detection unit in the ninth embodiment, the processing of step S59 is equivalent to the opening work behavior detection unit in the ninth embodiment, and the processing of step S61 is equivalent to the identification unit in the ninth embodiment.

[0102] According to the fourth embodiment, it is possible to identify which side of the intermediate gear 62 is worn (deteriorated) in relation to the throttle valve opening, the side that performs the opening operation or the side that performs the closing operation, relative to the opener opening.

[0103] Therefore, when using a second-hand electronic throttle device 10 as a repaired product, 0 can select an electronic throttle device that meets the needs of the user. That is, for users who often use the open side relative to the opener opening, a repaired product with a deteriorated side of the intermediate gear 62 that performs the closing operation relative to the opener opening is provided. On the contrary, for users who often use the closed side relative to the opener opening, a repaired product with a deteriorated side of the intermediate gear 62 that performs the opening operation relative to the opener opening is provided.

[0104] In this way, the deteriorated electronic throttle device 10 can be effectively used as a repaired product. As a result, the emission of carbon dioxide generated for the new manufacture of the electronic throttle device 10 can be suppressed.

[0105] <Other Implementation Methods>

[0106] The technology disclosed in this specification is described above with respect to a specific embodiment, but it can be implemented in various other ways. For example, in the above embodiment, the case where the electronic throttle device is installed in a car is described, but it can also be installed in vehicles other than cars. In addition, in the first embodiment, the degradation estimation circuit estimates the degradation state based on the length of time that the opening speed of the throttle valve when continuously working by the motor is less than a specified value, but the degradation state can also be estimated based on the size of the deviation of the opening or closing operation of the throttle valve relative to the motor operation. That is, the degradation state can also be estimated based on whether the difference between the opening operation command value of the throttle valve and the detection value of the throttle opening sensor reaches a set value or more. In addition, the degradation state can also be estimated based on the change in the motor current after the intermediate gear is idling, as in the fourth embodiment.

[0107] In the first embodiment, the wear state of the intermediate gear is estimated based on the idling time of the intermediate gear when the throttle valve is opened with the opener opening as the passing point, but the wear state of the intermediate gear can also be estimated based on the idling time of the intermediate gear when the throttle valve is closed with the opener opening as the passing point.

[0108] Description of Reference Numerals

[0109] 10: electronic throttle device; 11: throttle body; 12: cover; 13: throttle passage; 20: throttle valve; 21: throttle shaft; 22, 23: bearings; 30: motor; 31: motor output shaft; 40: throttle opening sensor; 41: magnetic circuit; 42: Hall IC; 50: opener mechanism; 51: first spring; 52: second spring; 53: opener spring; 60: reduction gear mechanism; 61: throttle gear; 61A: meshing pitch circle; 61B: tooth top circle; 61C: tooth root circle; 62: intermediate gear; 62A: large diameter gear; 62B: small diameter gear; 62BA: meshing pitch circle; 62BB: tooth top circle; 62BC: tooth root circle; 62C: intermediate gear shaft; 63: motor gear; 65: drive mechanism; 70: control circuit; 80: accelerator pedal sensor.

Claims

1. A degradation estimation device for an electronic energy-saving device, the electronic energy-saving device comprising: A throttle valve is provided in the intake passage of the internal combustion engine and adjusts the amount of air intake to the internal combustion engine by adjusting the opening; A driving mechanism is used to drive the throttle valve in a manner that adjusts the opening of the throttle valve, wherein: The drive mechanism includes: a motor as a drive source; a motor gear provided on an output shaft of the motor; a throttle valve gear for opening and closing the throttle valve; and an intermediate gear located between the throttle valve gear and the motor gear and meshing with the throttle valve gear and the motor gear; A throttle valve opening sensor, which detects the opening of the throttle valve; as well as An opener mechanism, in a state where the opening adjustment of the throttle valve by the driving mechanism is released, if the opening of the throttle valve is closer to the closing side than the opening of the opener opened to a specified opening, the throttle valve is forced toward the opening side so that the throttle valve is at the opener opening; if the opening of the throttle valve is closer to the opening side than the opening of the opener, the throttle valve is forced toward the closing side so that the throttle valve is at the opener opening, The degradation estimation device includes a degradation estimation circuit, which drives the throttle valve through the driving mechanism so that the throttle valve continuously opens from the closed side to the open side, or continuously closes from the open side to the closed side, with the opener opening as a passing point, and detects the behavior of the driving mechanism when passing through the opener opening, thereby estimating the degradation state of the electronic throttle device. The behavior of the driving mechanism is the idling time during which the throttle valve gear stops rotating when the throttle valve passes through the opener opening and the intermediate gear idles.

2. The electronic energy saving device degradation estimation device according to claim 1, wherein: The degradation estimation circuit estimates the degradation state of the electronic throttle device based on the idling time of the intermediate gear during the period when the meshing state of the throttle gear and the intermediate gear is switched due to the influence of the switching of the force direction of the opener mechanism when the throttle valve passes through the opener opening during the opening operation of the throttle valve or during the closing operation of the throttle valve.

3. The electronic energy saving device degradation estimation device according to claim 2, wherein: The idling time is determined according to the time for which the opening speed or the closing speed of the throttle valve is continuously less than a specified value.

4. The electronic energy saving device degradation estimation device according to claim 2 or 3, wherein: The idle time is determined based on time data exceeding a predetermined lower limit time, excluding time data shorter than the predetermined lower limit time.

5. The electronic energy saving device degradation estimation device according to claim 2 or 3, wherein: The idling time is determined in the following manner: the current measured value of the idling time is compared with the idling time when the electronic throttling device is first used, the abnormal value in which the idling time of the former is shorter than the idling time of the latter is excluded, and the idling time is determined based on the idling time of the former which is longer than the idling time of the latter.

6. The electronic energy saving device degradation estimation device according to claim 5, wherein: As the idle time, an idle time difference obtained by subtracting the idle time when the electronic throttle device starts to be used from the current measured value of the idle time is used.

7. The electronic energy saving device degradation estimation device according to claim 2 or 3, wherein: The idling time is determined based on the average value of multiple measurement results.

8. The electronic throttle device degradation estimation device according to any one of claims 1 to 3, wherein: The degradation estimation circuit operates every time the internal combustion engine equipped with the electronic throttle device is stopped.

9. The electronic energy saving device degradation estimation device according to any one of claims 1 to 3, wherein: The degradation estimation circuit comprises: A throttle valve opening working part, which is driven by the driving mechanism to make the throttle valve continuously open from the closing side to the opening side with the opener opening as a passing point; A throttle valve closing working part, which is driven by the driving mechanism to make the throttle valve continuously close from the opening side to the closing side with the opening of the opener as a passing point; an opening operation behavior detection unit for detecting the behavior of the driving mechanism when the throttle valve opening unit causes the throttle valve to open and the throttle valve opening exceeds the opener opening; a closing operation behavior detection unit that detects the behavior of the drive mechanism when the throttle valve closing operation unit causes the throttle valve to perform a closing operation and the throttle valve opening exceeds the opener opening; as well as An identification unit compares the detection signals of the opening action detection unit and the closing action detection unit to identify which of the degradation states of the side that causes the throttle valve to open relative to the opener opening and the degradation state of the side that causes the throttle valve to close relative to the opener opening has been aggravated.

10. The electronic throttle device degradation estimation device according to claim 9, wherein: The opening operation behavior detection unit and the closing operation behavior detection unit detect the behavior of the drive mechanism based on the magnitude of the change in the drive current in the drive mechanism.

11. A degradation estimation device for an electronic energy-saving device, the electronic energy-saving device comprising: A throttle valve is provided in the intake passage of the internal combustion engine and adjusts the amount of air intake to the internal combustion engine by adjusting the opening; A driving mechanism that drives the throttle valve in a manner that adjusts the opening of the throttle valve; a throttle valve opening sensor for detecting the opening of the throttle valve; and An opener mechanism, in a state where the opening adjustment of the throttle valve by the driving mechanism is released, if the opening of the throttle valve is closer to the closing side than the opening of the opener opened to a specified opening, the throttle valve is forced toward the opening side so that the throttle valve is at the opener opening; if the opening of the throttle valve is closer to the opening side than the opening of the opener, the throttle valve is forced toward the closing side so that the throttle valve is at the opener opening, in, The degradation estimation device includes a degradation estimation circuit, which drives the throttle valve through the driving mechanism so that the throttle valve continuously opens from the closed side to the open side, or continuously closes from the open side to the closed side, with the opener opening as a passing point, and detects the behavior of the driving mechanism when passing through the opener opening, thereby estimating the degradation state of the electronic throttle device. The drive mechanism includes a motor as a drive source, and the degradation estimation circuit detects the behavior of the drive mechanism based on a magnitude of a change in a drive current of the motor when the throttle valve passes through the opener opening.

Images