OPERATING STATE DETERMINATION DEVICE FOR ENGINE, VEHICLE, OPERATING STATE DETERMINATION METHOD FOR ENGINE

Abstract

A temporal change of a turbo rotation speed of a turbocharger is detected for each cycle of an engine. A first vibration component corresponding to each of cylinders is specified from a pulsation component included in the temporal change of the turbo rotation speed, and the first vibration components for each of the cylinders are integrated over a plurality of cycles. A variation of combustion states in the plurality of cylinders is calculated by comparing integration results among the cylinders.

Claims

1-13. (canceled)

14. An operating state determination device for an engine mounted with a turbocharger and including a plurality of cylinders, the device comprising: a turbo rotation speed detection part for detecting a temporal change of a turbo rotation speed of the turbocharger, for each cycle of the engine; a first vibration component specification part for specifying a first vibration component corresponding to each of the cylinders from a pulsation component included in the temporal change of the turbo rotation speed; a first integration part for integrating the first vibration components for each of the cylinders over a plurality of cycles of the engine; and a first variation calculation part for calculating a variation of combustion states in the plurality of cylinders by comparing integration results of the first integration part among the cylinders, wherein the first vibration component specification part specifies the first vibration component based on a temporally increasing region of the pulsation component.

15. The operating state determination device for the engine according to claim 14, wherein the region is an amplitude difference between a minimum value and a maximum value of the pulsation component, the maximum value being temporally delayed from the minimum value and being the earliest.

16. The operating state determination device for the engine according to claim 14, wherein the first integration part integrates the first vibration components on which a normalization process regarding an operating state of the engine is performed.

17. The operating state determination device for the engine according to claim 14, wherein, if the pulsation component has an amplitude of not greater than a predetermined value, a process is prohibited.

18. The operating state determination device for the engine according to claim 14, wherein the first vibration component specification part associates the first vibration component included in the temporal change of the turbo rotation speed with each of the cylinders, based on a reference signal synchronized with a rotation state of a crank shaft.

19. The operating state determination device for the engine according to claim 14, comprising a first determination part for determining presence or absence of an abnormality in the engine based on a calculation result of the first variation calculation part.

20. The operating state determination device for the engine according to claim 19, wherein the first variation calculation part calculates, as the variation, a variance value regarding the integration results of the first vibration components corresponding to the respective cylinders, and wherein the first determination part determines that the engine has the abnormality, if the variance value is not less than a first threshold.

21. The operating state determination device for the engine according to claim 19, wherein the first variation calculation part calculates, as the variation, a difference from an average value of the integration results of the first vibration components corresponding to the respective cylinders, and wherein the first determination part determines that there is the abnormality in the cylinders having the difference of not less than a second threshold.

22. The operating state determination device for the engine according to claim 19, further comprising: a correction control instruction part for instructing to perform correction control on an operation parameter of the engine, if the first determination part determines that the engine has the abnormality, wherein, if the correction control is performed not less than a predetermined number of times, the first determination part determines that the engine has the abnormality, regardless of the calculation result of the first variation calculation part.

23. The operating state determination device for the engine according to claim 14, further comprising: a rank specification part for specifying a rank of the first vibration component for each of the cylinders included in the temporal change of the turbo rotation speed, for each cycle of the engine, wherein the first integration part integrates the ranks for each of the cylinders over the plurality of cycles of the engine.

24. The operating state determination device for the engine according to claim 23, wherein an average value of the ranks for each of the cylinders is calculated, and based on whether the average value of each of the cylinders falls within a predetermined range, presence or absence of an abnormality in the engine is determined.

25. An operating state determination device for an engine mounted with a turbocharger and including a plurality of cylinders, the device comprising: a turbo rotation speed detection part for detecting a temporal change of a turbo rotation speed of the turbocharger, for each cycle of the engine; a first vibration component specification part for specifying a first vibration component corresponding to each of the cylinders from a pulsation component included in the temporal change of the turbo rotation speed; a first integration part for integrating the first vibration components for each of the cylinders over a plurality of cycles of the engine; and a first variation calculation part for calculating a variation of combustion states in the plurality of cylinders by comparing integration results of the first integration part among the cylinders; and a rank specification part for specifying a rank of the first vibration component for each of the cylinders included in the temporal change of the turbo rotation speed, for each cycle of the engine, wherein the first integration part integrates the ranks for each of the cylinders over the plurality of cycles of the engine.

26. The operating state determination device for the engine according to claim 14, further comprising: an engine rotation speed detection part for detecting a temporal change of an engine rotation speed of the engine, for each cycle of the engine; a second vibration component specification part for specifying a second vibration component corresponding to each of the cylinders from a pulsation component included in the temporal change of the engine rotation speed; a second integration part for integrating the second vibration components for each of the cylinders over the plurality of cycles of the engine; a second variation calculation part for calculating a variation of combustion states in the plurality of cylinders by comparing integration results of the second integration part among the cylinders; and a third determination part for determining an operating state of the engine based on a calculation result of the first variation calculation part and a calculation result of the second variation calculation part.

27. A vehicle, comprising: the operating state determination device according to claim 14; and a vehicle control unit for controlling the engine based on a determination result of the operating state determination device.

28. An operating state determination method for an engine mounted with a turbocharger and including a plurality of cylinders, the method comprising: a step of detecting a temporal change of a turbo rotation speed of the turbocharger, for each cycle of the engine; a step of specifying a first vibration component corresponding to each of the cylinders from a pulsation component included in the temporal change of the turbo rotation speed; a step of integrating the first vibration components for each of the cylinders over a plurality of cycles of the engine; and a step of calculating a variation of combustion states in the plurality of cylinders by comparing integration results of the first vibration components among the cylinders wherein the step of specifying the first vibration component includes specifying the first vibration component based on a temporally increasing region of the temporal change of the turbo rotation speed.

29. The operating state determination method for the engine according to claim 28, wherein the region is an amplitude difference between a minimum value and a maximum value of the pulsation component, the maximum value being temporally delayed from the minimum value and being the earliest.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0035] FIG. 1 is a schematic configuration diagram of an engine including an operating state determination device according to at least one embodiment of the present invention.

[0036] FIG. 2 is a functional block diagram of a turbo control unit in FIG. 1.

[0037] FIG. 3 is a flowchart showing steps of an operating state determination method performed by the turbo control unit of FIG. 2.

[0038] FIG. 4 is a chart showing an example of a temporal change of a turbo rotation speed acquired by a turbo rotation speed sensor of FIG. 2.

[0039] FIG. 5 is a chart showing an example of an integration result in a first integration part of FIG. 2.

[0040] FIG. 6 is a histogram showing a result of integrating ranks obtained by comparing and ranking amplitudes corresponding to respective cylinders in each cycle.

[0041] FIG. 7 is a flowchart showing steps of an abnormality determination method for the engine by using a variation of combustion states in the respective cylinders.

[0042] FIG. 8 is a modified example of FIG. 2.

[0043] FIG. 9 is a table showing a determination example by a third determination part of FIG. 8.

DETAILED DESCRIPTION

[0044] Embodiments of the present invention will now be described with reference to the accompanying drawings. It is intended, however, that unless particularly specified, dimensions, materials, shapes, relative positions and the like of components described in the embodiments shall be interpreted as illustrative only and not intended to limit the scope of the present invention unless particularly specified.

[0045] FIG. 1 is a schematic configuration diagram of an engine 1 including an operating state determination device according to at least one embodiment of the present invention. The engine 1 is a four-cylinder engine and in order to comprehensively illustrate the configuration, FIG. 1 representatively shows only one cylinder of the four cylinders. The engine 1 is a diesel engine mounted on a vehicle, for instance, and includes a combustion chamber 8 defined by a cylinder 4 and an upper surface of a piston 6 in an engine body 2. Fuel is supplied to the combustion chamber 8 by a common rail system 10 (CRS). In the common rail system 10, fuel stored in a fuel tank (not shown) is stored in a common rail 13 at high pressure with a high-pressure pump 12, and the high-pressure fuel stored in the common rail 13 is injected from an injector 14, thereby supplying the fuel to the combustion chamber 8.

[0046] The engine 1 may be a gasoline engine. Moreover, the engine 1 is applicable to various fields, such as automobile, truck, bus, ship, industrial engine, and the like.

[0047] The engine 1 includes a turbocharger 20. The turbocharger 20 includes a turbine 20T rotated by an exhaust gas discharged from the combustion chamber 8 of the engine body2, and a compressor 20C rotary driven by the turbine 20T. More specifically, the compressor 20C installed in an intake passage 22 of the engine 1 and the turbine 20T installed in an exhaust passage 24 of the engine 1 are coupled via a rotational shaft 20S. Then, as the exhaust gas discharged from the combustion chamber 8 of the engine body 2 rotates the turbine 20T when flowing outward through the exhaust passage 24, the compressor 20C coupled coaxially to the turbine 20T rotates, and intake air flowing through the intake passage 22 is compressed.

[0048] The intake passage 22 is formed by an upstream intake passage 22A and a downstream intake passage 22B. The upstream intake passage 22A causes an intake duct (not shown) serving as an intake port for intake air and an inlet (intake air inflow port) of the compressor 20C to communicate with each other. The downstream intake passage 22B causes the outlet (intake air discharge port) of the compressor 20C and an intake port 26 of the engine body 2 to communicate with each other. That is, air (intake air) taken in from the intake air duct (not shown) flows through the intake passage 22 in the order of the upstream intake passage 22A and the downstream intake passage 22B toward the combustion chamber 8 of the engine body 2. When flowing through the upstream intake passage 22A, intake air has foreign substances, such as dust and dirt included therein, removed by passing through an air cleaner 28 disposed in the upstream intake passage 22A, and then compressed when passing through the compressor 20C from the inlet to the outlet. Moreover, when flowing through the downstream intake passage 22B toward the combustion chamber 8, the intake air compressed by the compressor 20C passes through an inter cooler 30 for increasing the intake air density by cooling and a throttle valve 32, which are disposed in the downstream intake passage 22B, in this order and enters the combustion chamber 8.

[0049] The exhaust passage 24 is formed by an upstream exhaust passage 24A and a downstream exhaust passage 24B. The upstream exhaust passage 24A causes an exhaust port 34 of the engine body 2 and an inlet (exhaust flow inlet) of the turbine 20T to communicate with each other. The downstream exhaust passage 24B causes the outlet (exhaust discharge port) of the turbine 20T and the outside to communicate with each other. An exhaust gas (combustion gas) generated by combustion in the combustion chamber 8 flows outward through the exhaust passage 24 in the order of the upstream exhaust passage 24A and the downstream exhaust passage 24B. The exhaust gas having passed through the upstream exhaust passage 24A of the exhaust passage 24 rotates the turbine 20T when passing through the turbine 20T from the inlet to the outlet. Subsequently, the exhaust gas flows outward through the downstream exhaust passage 24B.

[0050] The turbocharger 20 is, for example, a VG (Variable Geometry) turbocharger and has a variable nozzle mechanism (not shown) capable of adjusting the flow rate of the exhaust gas flowing into a turbine rotor blade. The variable nozzle mechanism adjusts a nozzle opening degree in accordance with the operating state of the engine 1 and adjusts an exhaust gas pressure toward the turbine rotor blade, thereby controlling a boost pressure to an optimum condition. More specifically, as well known, the nozzle opening degree is reduced to increase the exhaust gas pressure during a low-speed rotation of the engine 1, and on the contrary, the nozzle opening degree is increased during a high-speed rotation of the engine 1.

[0051] The turbocharger 20 may be a turbocharger with a wastegate valve including a wastegate valve (not shown).

[0052] In order to detect the boost pressure by the compressor 20C, a boost pressure sensor 36 is installed in the downstream intake passage 22B. In addition, an inlet pressure sensor 37 capable of detecting the pressure (inlet pressure) at the inlet of the compressor 20C and an intake amount sensor 38 capable of detecting the amount of intake air flowing into the compressor 20C are installed in the upstream intake passage 22A.

[0053] A cycle of each cylinder of the engine 1 is configured to be detectable from a detected value by a crank angle sensor 40 capable of detecting a crank angle θ of the engine 1.

[0054] Moreover, the turbocharger 20 includes a turbo rotation speed sensor 42 for detecting a turbo rotation speed Nt of the turbocharger 20. In the turbo rotation speed sensor 42, the turbo rotation speed Nt is continuously detected in time series, thereby detecting a temporal change of the turbo rotation speed Nt. Moreover, the engine 1 includes an engine rotation speed sensor 44 for detecting an engine rotation speed Ne. In the engine rotation speed sensor 44, the engine rotation speed Ne is continuously detected in time series, thereby detecting a temporal change of the engine rotation speed Ne.

[0055] The engine 1 having the above configuration includes, as a control unit, a turbo control unit 100 and an engine control unit 200. The turbo control unit 100 is a dedicated unit for performing various kinds of control on the turbocharger 20, and, for example, adjusts the nozzle opening degree in accordance with the operating state of the engine 1 and adjusts the exhaust gas pressure toward the turbine rotor blade, thereby controlling a boost pressure to the optimum condition. The operating state of the engine 1 is configured to be identifiable by detecting an operation point of the compressor 20C by the intake amount and a pressure ratio (outlet pressure/inlet pressure) of the inlet pressure to the outlet pressure, based on respective detected values by the boost pressure sensor 36, the inlet pressure sensor 37, and the intake amount sensor 38, for example.

[0056] The turbo control unit 100 is configured independently of the engine control unit 200 serving as a main control unit for the engine 1. The turbo control unit 100 is configured to function as the operating state determination device according to at least one embodiment of the present invention and is constituted by, for example, an electronic computation device where programs for performing the operating state determination method according to at least one embodiment of the present invention are installed. In this case, the programs may be stored in a predetermined storage medium and are installed by being read with a reader mounted on the electronic computation device. Moreover, the programs for performing the operating state determination method according to at least one embodiment of the present invention and the storage medium where the programs are stored also fall within the scope of the claimed invention.

[0057] The engine control unit 200 is the main control unit for the engine 1, and controls the operating state of the engine 1 by, for example, performing combustion control of controlling a fuel injection amount and a fuel injection timing from the injector 14. Such combustion control is performed based on, for example, an operation amount of an accelerator pedal detected by an accelerator position sensor (not shown), the running condition of the vehicle, and an operating state of the turbocharger 20 acquired from the turbo control unit 100 and, as will be described later, is configured to be able to perform, based on information regarding a variation among the cylinders obtained from the turbo control unit 100, correction control and the like as well for suppressing the variation.

[0058] FIG. 2 is a functional block diagram of the turbo control unit 100 in FIG. 1, and FIG. 3 is a flowchart showing steps of the operating state determination method performed by the turbo control unit 100 of FIG. 2.

[0059] The turbo control unit 100 includes a turbo rotation speed detection part 102, a first vibration component specification part 104, a normalization processing part 106, a first integration part 108, a first variation calculation part 110, and a first determination part 112, as shown in FIG. 2. These functional blocks are exemplary division of the internal configuration of a turbocharger control unit for comprehensively describing the operating state determination method. Thus, the respective functional blocks may be integrated as needed or may further be subdivided.

[0060] In performing the operating state determination method, first, the turbo control unit 100 acquires the turbo rotation speed Nt from the turbo rotation speed sensor 42 continuously in time (step S100). FIG. 4 is a chart showing an example of the temporal change of the turbo rotation speed Nt acquired by the turbo rotation speed sensor 42 of FIG. 2. As shown in FIG. 4, the turbo rotation speed Nt includes a time-varying pulsation component in the vicinity of a representative value Nts corresponding to the operating state of the engine 1. The pulsation component has a frequency corresponding to the number of cylinders of the engine 1. Since the engine 1 of the present embodiment is the four-cylinder engine, four first vibration components f1, f2, f3, f4 corresponding to the respective cylinders appear in one cycle.

[0061] The turbo control unit 100 specifies an amplitude of the pulsation component which is included in the temporal change of the turbo rotation speed Nt acquired in step S100 and determines whether the amplitude is not less than a threshold (step S101). If the amplitude of the pulsation component is less than the threshold (step S101: NO), the turbo control unit 100 prohibits performing of the subsequent steps and terminates the process. This is to prevent a decrease in determination accuracy, because a noise component is relatively large if the amplitude of the pulsation component included in the turbo rotation speed Nt is small. On the other hand, if the amplitude of the pulsation component is not less than the threshold (step S101: YES), the noise component included in the pulsation component is relatively small, and thus the subsequent process is performed.

[0062] The amplitude of the pulsation component is specified as, for example, a difference between a maximum value and a minimum value adjacent to each other of the pulsation component included in one cycle.

[0063] Subsequently, the turbo rotation speed detection part 102 determines whether the temporal change of the turbo rotation speed Nt is acquired for one cycle of the engine 1 (step S102). More specifically, monitoring the temporal change of the turbo rotation speed Nt, the turbo rotation speed detection part 102 determines whether the temporal change for one cycle is acquired based on whether a waveform corresponding to the number of cylinders of the engine 1 appears in the temporal change of the turbo rotation speed Nt. In the present embodiment, since the engine 1 is the four-cylinder engine, completion of the acquirement for one cycle is determined if four waveforms (first vibration components f1, f2, f3, f4) are confirmed in the temporal change of the turbo rotation speed Nt (step S102: YES). On the other hand, if just less than four waveforms are confirmed in the temporal change of the turbo rotation speed Nt (step S102: NO), completion of the acquirement for one cycle is not determined, returning the process to step S100.

[0064] Subsequently, the normalization processing part 106 performs a normalization process on the temporal change of the turbo rotation speed Nt for one cycle acquired in step S102 (step S103). The size of the pulsation component included in the temporal change of the turbo rotation speed Nt depends on the operation point of the engine 1. Thus, step S103 performs the normalization process for equally treating pulsation components acquired at different operation points, respectively.

[0065] In the present embodiment, as an example of the normalization process, the following equation is used:

ΔNt.sub.normalized=(ΔNt−ΔNt.sub.min)/(ΔNt.sub.max−ΔNt.sub.min)

Where ΔNt is an amplitude of each of the first vibration components f1, f2, f3, f4 included in the temporal change of the turbo rotation speed Nt (FIG. 4 shows the amplitude ΔNt corresponding to the first vibration components f1, f2, f3, f4 by ΔNt1, ΔNt2, ΔNt3, ΔNt4, respectively), ΔNt.sub.min is a minimum amplitude of the amplitudes of the first vibration components f1, f2, f3, f4, and ΔNt.sub.max is a maximum amplitude of the amplitudes of the first vibration components f1, f2, f3, f4.

[0066] As shown in FIG. 4, the amplitude ΔNt is specified based on a temporally increasing region of the temporal change of the turbo rotation speed Nt (that is, defined as an amplitude difference between the minimum value and the maximum value of the pulsation component, the maximum value being temporally delayed from the minimum value and being the earliest). This is because a behavior in which the turbocharger 20 is driven by exhaust energy is directly related to the increasing region of the turbo rotation speed Nt.

[0067] Subsequently, the first vibration component specification part 104 specifies the vibration components f1, f2, f3, f4 corresponding to the respective cylinders from the temporal change of the turbo rotation speed Nt on which the normalization process is performed. As shown in FIG. 4, the temporal change of the turbo rotation speed Nt for one cycle includes the vibration components f1, f2, f3, f4 corresponding to the respective cylinders. That is, the four waveforms included in the temporal change of the turbo rotation speed Nt for one cycle, respectively, correspond to the first vibration component f1 corresponding to the first cylinder, the second vibration component f2 corresponding to the second cylinder, the third vibration component f3 corresponding to the third cylinder, and the fourth vibration component f4 corresponding to the fourth cylinder.

[0068] The first vibration component specification part 104 acquires, as a reference signal synchronized with a rotation state of a crank shaft from the engine 1, crank angle information from the crank angle sensor 40. Associating the thus acquired reference signal with the temporal change of the turbo rotation speed Nt for one cycle, the cylinders to which vibration components included in the pulsation component correspond, respectively, are specified.

[0069] Subsequently, the first integration part 108 integrates the vibration component f1, f2, f3, f4 of each cylinder specified in step S104 for each cylinder over a plurality of cycles of the engine 1 (step S105). FIG. 5 is a chart showing an example of an integration result in the first integration part 108 of FIG. 2. In FIG. 5, the distribution of the vibration component f1, f2, f3, f4 of each cylinder is shown as a histogram. In the integration result, a random element associated with an engine operation is eliminated, obtaining a distribution corresponding to the variation of the combustion states in the respective cylinders.

[0070] Subsequently, it is determined whether the integration processing in step S105 is performed a predetermined number of times (step S106). The predetermined number of times for the integration processing may be optional. However, the random element associated with the engine operation is likely to remain if the number of integration processing performed is small, whereas a computation load increases as well as real-time processing becomes difficult if the number of integration processing performed is too large. Thus, the predetermined number of times for the integration processing is preferably set in view of these elements. FIG. 5 shows the distribution of each cylinder in the form of Gaussian distribution by performing the integration processing the sufficiently large number of times.

[0071] Subsequently, the first variation calculation part 110 calculates the variation of the combustion states in the plurality of cylinders by comparing the integration results of the first vibration components f1, f2, f3, f4 among the plurality of cylinders (step S107). The vibration in the respective cylinders may be, for example, obtained as a difference between the integration results of the first vibration components f1, f2, f3, f4 of the respective cylinders and an average value of the integration results (see FIG. 5) or may be obtained as a variance value of the integration results of the vibration components of the respective cylinders.

[0072] In the aforementioned embodiment, as shown in FIG. 5, the variation among the cylinders is determined by integrating the first vibration components f1, f2, f3, f4, which are specified from the pulsation component and correspond to the respective cylinders, and comparing the integration results. However, the variation among the cylinders may be determined based on a result of integrating ranks obtained by comparing and ranking the first vibration components f1, f2, f3, f4, which are specified from the pulsation component and correspond to the respective cylinders, in each cycle.

[0073] FIG. 6 is a histogram showing a result of integrating ranks obtained by comparing and ranking amplitudes corresponding to the respective cylinders in each cycle. In FIG. 6, comparing the four first amplitude components f1, f2, f3, f4 included in each cycle, the respective cylinders are ranked in order of size of the amplitude. That is, the cylinders are assigned the first place, the second place, the third place, and the fourth place, respectively, in descending order of size of the amplitude in one cycle. Such ranking is performed over the plurality of cycles to aggregate the ranks in each cylinder, obtaining the histogram shown in FIG. 6. In this case, for each cylinder, an average rank is calculated from the integration value of the ranks and based on whether the average rank of each cylinder falls within a reference range, it is possible to evaluate the variation among the cylinders.

[0074] Thus, in the first variation calculation part 110, it is possible to obtain the variation of the combustion states in the plurality of cylinders by comparing the integration results of the first vibration components f1, f2, f3, f4, which are included in the pulsation component included in the temporal change of the turbo rotation speed Nt and correspond to the respective cylinders. The turbocharger 20 is driven by the exhaust energy, is not coupled to an axle side, and thus unlike the engine rotation speed Ne, does not receive any influence from the axle side. Thus, the variation calculated based on the temporal change of the turbo rotation speed Nt does not include a disturbance factor from the axle side, making it possible to obtain good accuracy.

[0075] Next, an abnormality determination method for the engine 1 based on the variation of the combustion states in the respective cylinders calculated as described above will be described. FIG. 7 is a flowchart showing steps of the abnormality determination method for the engine 1 by using the variation of the combustion states in the respective cylinders.

[0076] First, the first determination part 112 acquires, from the first variation calculation part 110, the information regarding the variation of the combustion states in the respective cylinders (step S200). The information acquired here is the calculation result in step S107 described above. As an example thereof, acquired here are a first variation index obtained as the variance value of the integration results of the vibration components of the respective cylinders, and a second variation index obtained as the difference between the integration results of the vibration components of the respective cylinders and the average value of the integration results.

[0077] Subsequently, the first determination part 112 determines presence or absence of an abnormality based on the first variation index (the variance value of the integration results of the first vibration components f1, f2, f3, f4 of the respective cylinders) of the variation of the combustion states in the respective cylinders acquired in step S200 (step S201). More specifically, the first determination part 112 determines presence or absence of the abnormality based on whether the first variation index is not greater than a first threshold which is a threshold for abnormality determination. As a result, if the first variation index is greater than the first threshold (step S201: NO), since the variation in the cylinders is large, the first determination part 112 determines that the engine 1 has the abnormality (step S202).

[0078] On the other hand, if the first variation index is not greater than the first threshold (step S201: YES), the first determination part 112 determines presence or absence of the abnormality further based on the second variation index (the difference between the integration results of the first vibration components f1, f2, f3, f4 of the respective cylinders and the average value of the integration results) (step S203). More specifically, the first determination part 112 determines presence or absence of a failure based on whether the second variation index is not greater than a second threshold which is a threshold for abnormality determination. As a result, if the second variation index is greater than the second threshold (step S203: NO), since the variation among the cylinders is large, the first determination part 112 determines that the engine 1 has the failure (step S204).

[0079] On the other hand, if the second variation index is not greater than the second threshold (step S203: YES), further comparing the second variation index with a third threshold which is a threshold for correction control, it is determined whether to perform correction control on the internal combustion engine in order to suppress the variation (step S205). The third threshold is typically set smaller than the second threshold. The correction control is control for reducing the variation of the combustion states in the respective cylinders acquired in step 5200 by, for example, adjusting the fuel injection timing and the fuel injection amount, and is performed by giving an instruction from the turbo control unit 100 to the engine control unit 200.

[0080] If the second variation index is not less than the third threshold (step S205: YES), the engine control unit 200 is instructed to perform the correction control (step S206), and the number of executions N of the correction control is added (step S207). Then, it is determined whether the number of executions N of the correction control after the addition is not greater than a defined value (step S208). If the number of executions N of the correction control is greater than the defined value (step S208: NO), the first determination part 112 determines that the engine 1 has the abnormality (step S204). This is because even if the variation of the combustion states is relatively small, the possibility that the engine 1 has the abnormality increases in the case where the number of executions of the correction control is large.

[0081] On the other hand, if the number of executions N of the correction control is not greater than the defined value (step S208: YES), the turbo control unit 100 terminates the process. Moreover, if the second variation index is smaller than the third threshold (step S205: NO), the number of executions N is reset (step S209), and the turbo control unit 100 also terminates the process.

[0082] Thus, in the first determination part 112, it is possible to properly determine the abnormality in the engine based on the variation of the combustion states in the respective cylinders which is the calculation result of the first variation calculation part 110.

[0083] Next, a modified example of the above-described embodiments will be described. FIG. 8 is a modified example of FIG. 2. In FIG. 8, the turbo control unit 100 includes, in addition to a first computation part 150 including the turbo rotation speed detection part 102, the first vibration component specification part 104, the normalization processing part 106, the first integration part 108, the first variation calculation part 110, and the first determination part 112 described above, a second computation part 160 including an engine rotation speed detection part 114, a second vibration component specification part 116, a normalization processing part 118, a second integration part 120, a second variation calculation part 122, and a second determination part 124.

[0084] As described above with reference to FIGS. 1 to 7, the first computation part 150 performs abnormality determination based on the variation of the combustion states among the cylinders on the basis of the temporal change of the turbo rotation speed Nt of the turbocharger 20. Compared to the first computation part 150, the second computation part 160 calculates the variation of the combustion states among the cylinders on the basis of the temporal change of the engine rotation speed Ne in place of the temporal change of the turbo rotation speed Nt of the turbocharger 20, and performs the abnormality determination using the calculation result. That is, the second computation part 160 is different from the first computation part 150 in using the temporal change of the engine rotation speed Ne but as for the rest, the second computation part 160 performs the same control as the first computation part 150, thereby calculating the variation of the combustion states among the cylinders based on the engine rotation speed Ne and performs abnormality determination based on the variation.

[0085] Moreover, in FIG. 8, the turbo control unit 100 also includes a third determination part 126 for determining the operating state of the engine 1 based on the determination result by the first determination part 112 of the first computation part 150 and the determination result by the second determination part 124 of the second computation part 160. Since the first determination part 112 determines the variation on the basis of the temporal change of the turbo rotation speed Nt, a variation of the exhaust energy in the respective cylinders is evaluated. Since the second determination part 124 determines the variation on the basis of the temporal change of the engine rotation speed Ne, a variation of the combustion energy in the respective cylinders is evaluated. Thus, combining these determination results, the third determination part 126 can determine the operating state of the engine 1 more specifically.

[0086] FIG. 9 is a table showing a determination example by the third determination part 126 of FIG. 8. As described above, the third determination part 126 determines the operating state of the engine 1 by combining the determination result of the first determination part 112 and the determination result of the second determination part 124. In FIG. 9, the operating state of each cylinder is classified into one of four types of states depending on the combination of the magnitude of the exhaust energy evaluated based on the determination result of the first determination part 112 and the magnitude of the combustion energy evaluated based on the determination result of the second determination part 124. State 1 indicates that the exhaust energy and the combustion energy are both large, and thus the fuel injection amount in the cylinder is large relative to the other cylinders. State 2 indicates that the exhaust energy is large and the combustion energy is small, and thus combustion efficiency of the cylinder is poor. State 3 indicates that the exhaust energy is small and the combustion energy is large, and thus combustion efficiency of the cylinder is good. State 4 indicates that the exhaust energy and the combustion energy are both small, and thus the fuel injection amount in the cylinder is small relative to the other cylinders.

[0087] Thus classifying each cylinder into one of Classifications 1 to 4 based on the determination result of the first determination part 112 and the determination result of the second determination part 124, the third determination part 126 can perform detailed analysis on the combustion state of each cylinder and perform failure detection. Alternatively, the turbo control unit 100 may reduce the variation among the cylinders of the engine 1 and improve the operation state by giving a command to the engine control unit 200 based on the determination result of the third determination part 126 to perform correction instruction of engine control parameters such as the fuel injection amount and the fuel injection timing.

[0088] As described above, according to at least one embodiment of the present invention, it is possible to provide the operating state determination device for the engine capable of properly determining the operating state of the engine by accurately evaluating the variation among the cylinders, the vehicle, and the operating state determination method for the engine.

INDUSTRIAL APPLICABILITY

[0089] At least one embodiment of the present invention is available for an operating state determination device for an engine mounted with a turbocharger and including a plurality of cylinders, a vehicle including the operating state determination device, and an operating state determination method for the engine.

REFERENCE SIGNS LIST

[0090] 1 Engine [0091] 2 Engine body [0092] 4 Cylinder [0093] 6 Piston [0094] 8 Combustion chamber [0095] 10 Common rail system [0096] 12 High-pressure pump [0097] 13 Common rail [0098] 14 Injector [0099] 20 Turbocharger [0100] 20C Compressor [0101] 20S Rotational shaft [0102] 20T Turbine [0103] 22 Intake passage [0104] 24 Exhaust passage [0105] 26 Intake port [0106] 28 Air cleaner [0107] 30 Inter cooler [0108] 32 Throttle valve [0109] 34 Exhaust port [0110] 36 Boost pressure sensor [0111] 37 Inlet pressure sensor [0112] 38 Intake amount sensor [0113] 40 Crank angle sensor [0114] 42 Turbo rotation speed sensor [0115] 44 Engine rotation speed sensor [0116] 100 Turbo control unit [0117] 102 Turbo rotation speed detection part [0118] 104 First vibration component specification part [0119] 106 Normalization processing part [0120] 108 First integration part [0121] 110 First variation calculation part [0122] 112 First determination part [0123] 200 Engine control unit