KR101434392B1 - Engine Analysis Apparatus For Spark Ignition Engine AutoMobile - Google Patents

Abstract

The present invention relates to a method and an apparatus for analyzing an engine inspection through an ignition timing of an ignition ignition engine vehicle, And determining the engine state of the measurement target vehicle (T) by comparing and analyzing the distribution data of the respective ignition timing after the ignition timing of the ignition timing of the ignition timing of the ignition engine.
According to the present invention, by merely comparing and analyzing the ignition timing of the vehicle to be measured with the ignition timing data of the new vehicle control group N and the failure control group F, There is an advantage that the state of the engine can be checked and the state can be diagnosed.

Description

TECHNICAL FIELD [0001] The present invention relates to an engine inspection apparatus for spark ignition engine,

The present invention relates to a method and an apparatus for analyzing an engine inspection through an ignition timing of an ignition ignition engine vehicle, (S2) for measuring distribution data of an engine ignition timing (Sn) of the new-vehicle control group (N) using the engine ignition timing signal; (S3) for measuring the distribution data of the engine ignition timing (Sf) of the failure control group (F) using the engine ignition timing signal, A target vehicle ignition timing measurement step (S4) of measuring distribution data of an engine ignition timing (St) of the measurement target vehicle (T) to be analyzed, a distribution of engine ignition timing (Sn) of the new vehicle control group Data and the error-difference control group (F) An engine state analysis step (S5) of comparing the distribution data of the ignition timing (St) of the measurement subject vehicle with the distribution data of the ignition timing (Sf) to determine an engine state of the measurement subject vehicle (T); An analysis result display step (S6) of displaying an engine state of the measurement target vehicle (T) analyzed through the state analysis step (S5); And the ignition timing of the ignition engine is determined based on the ignition timing of the ignition engine.

Generally, in the case of a vehicle engine using gasoline or LPG fuel, it corresponds to an ignition ignition engine.

The ignition ignition engine is also referred to as a spark ignition engine, and refers to an internal combustion engine that causes explosion of fuel by the spark of an ignition plug.

In such an ignition engine, it is generally known that when the explosion occurs in the cylinder, the rotational torque (torque) of the engine becomes largest when the explosion occurs at a point where the crank angle is about 12 to 15 degrees after the ATDC . Therefore, it takes a very short period of time from the time when the spark is generated in the actual spark plug to the time when the largest rotational force is generated, such as the spark occurrence period and the flame propagation speed.

Therefore, considering the rotation of the crankshaft during this time, it is defined as the smallest value among BTDC (Before top dead center). In general, the ignition timing with the highest torque is MBT The highest ignition timing) is simply called the abbreviation in English. However, preignition at the time of ignition smaller than the MBT value (knocking (phenomenon in which the combustion in the engine combustion chamber is generated in the engine due to combustion in the engine combustion chamber) due to combustion of the mixer before the position of the piston rises above the top dead center If it occurs, it causes a crank angle of 2-6 degrees at the point where knocking occurs.

When normal knocking occurs, the ignition timing is adjusted to the MBT by using the point at which the knocking sensor detects the knocking sensor at 2 degrees or 6 degrees at the time of knocking, as the MBT. If the rotational speed of the engine is high, the ignition timing must be advanced as long as the angle at which the engine rotates is large during the time. Also, since the difference in the flame propagation speed occurs due to the compression pressure of the mixture gas of fuel and air in the combustion chamber, Increases as the rotational speed increases, and tends to decrease as the amount of the mixture flowing into the engine combustion chamber increases. Therefore, the MBT applied to the engine is divided into the engine speed (normally 9-16 steps) and the intake amount (usually 9-16 steps) for each engine speed step, and is determined through testing for each area.

Such an ignition timing has a great influence on the engine rotation force, and therefore it is necessary to control the rotation torque of the engine at a very high speed, that is, to reduce the impact when accelerating while driving, And to change the ignition timing value in order to keep the engine rotation constant during idling. In addition, in order to heat the three-way catalytic converter and the oxygen sensor, the ignition timing is changed by raising the temperature of the exhaust gas and perceiving the ignition timing in order to reduce the amount of harmful exhaust gas. That is, When the ignition flame is splashed, the pressure in the combustion chamber is lowered, and the flame propagation speed is slowed down. As the combustion period becomes longer, the incomplete combustion is reduced, and the emissions of carbon monoxide (CO), hydrocarbon (THC) and nitrogen oxide (NOx) are reduced. Particularly as the pressure energy at the time of explosion decreases, the generation of NO x decreases sharply as the maximum temperature decreases. Also, as the pressure energy is reduced, the exhaust gas temperature is increased while changing to heat energy, which is very helpful for preheating the oxygen sensor or the three-way catalyst.

For this purpose, as shown in Fig. 1, when the ignition timing is changed, advancing the ignition timing is referred to as an advance angle, and retarding is referred to as crank angle.

In the case where the rotational torque of the engine is adjusted through the advance angle and the crank angle, in the case of increasing the torque of the engine by advancing the ignition timing, the reference ignition timing is not defined as MBT as shown in FIG. 1, As the reference ignition timing. This is because the engine torque decreases when perceived from the MBT value, but the torque decreases when the MBT value is advanced.

The method of changing the engine torque through the change of the ignition timing is applied to all the ignition combustion engines and the purpose of the ignition is very effectively achieved by precisely determining the rotation state of the engine according to the electronicization and accurately changing the ignition timing.

That is, in the ignition combustion engine to which the electronic control system is applied, an ignition timing is varied according to the variation of the engine speed (RPM) by using an electronic device such as an engine control unit (ECU) in order to maintain a constant idle state in idling . In other words, if the engine speed is slowed down, the ignition timing is advanced by the retarding rate so that the rotation of the engine can be accelerated. If the engine speed is increased, the engine speed is automatically retarded. The relationship between the ignition timing and the torque of the engine has a linear relationship with each other in the vicinity of the reference ignition timing in idling as shown in Fig. To change the ignition timing in this way, the reference ignition timing at idle is set to a linearly increasing intermediate value without specifying the MBT, so that the number of revolutions can be uniformly controlled. Before top dead center (BTDC): After top dead center (ATDC): -5 degrees (-5 degrees: Ignition time is usually "BTDC" If the engine torque increases as the ignition timing advances to 20 degrees (+20 degrees) before the top dead center, the reference ignition timing at idling is set to about 10 degrees near the intermediate value of the linearly increasing region. If the engine rotation is slower than the reference idle, the ignition timing is advanced to 10 degrees or more. If the rotation is faster than the reference idle, (Small).

And the ignition timing is adjusted to 5 degrees (idling). If the speed of the engine is high, it is necessary to advance the ignition timing as long as the angle of rotation of the engine is large during the above time, so that the most powerful explosion can be generated at the ATDC 15 ° position. For this reason, advancing the ignition timing is referred to as advance angle, and retarding is referred to as perception.

On the other hand, the ignition ignition engine in recent years uses an electronic device such as an ECU (Engine Control Unit) to vary the ignition timing in accordance with the variation of the engine speed (RPM) in order to maintain a constant idle state in the idling state. In other words, if the engine speed is slowed down, the ignition timing is advanced by the retarding rate so that the rotation of the engine can be accelerated. If the engine speed is increased, the engine speed is automatically retarded. The relationship between the ignition timing and the torque of the engine has a linear relationship with each other in the vicinity of the reference ignition timing in idling as shown in Fig. In order to uniformly adjust the number of revolutions while varying the ignition timing, the reference ignition timing at the time of idling is set to a linearly increasing intermediate value as shown in FIG. That is, the engine torque increases as the ignition timing advances from 5 degrees (ATDC) (before top dead center) to -5 degrees (-5 degrees) before BTDC (before top dead center) to 20 degrees (+20 degrees) , And the ignition timing is set to about 10 degrees around the intermediate value. As a result, the ignition timing becomes 10 degrees when there is no change in the engine rotation. If the rotation is delayed, the ignition timing is increased to 10 degrees or more.

As described above, an ignition timing signal generated in order to control an ignition timing of an engine in an electronic device such as an ECU (Engine Control Unit) generally has a relatively small deviation in the case of a new vehicle as shown in FIG. 2 However, depending on the aging of the engine or the abnormality of the engine, the deviation of the ignition timing signal gradually increases as shown in Figs. 3 to 4, and the failure (generally a state close to a failure) As shown in FIG. 5, in the case of experimentally, a case where a normal engine operation is made difficult by performing operations such as removing an ignition plug of one cylinder of the cylinders of the engine is used), the deviation of the ignition timing signal The ignition timing signal fluctuates with an extremely large value.

Therefore, if the distribution characteristic of the ignition timing signal is grasped, it is possible to check / analyze the state of the engine.

However, as disclosed in "Ignition Diagnosis Method" (Korean Patent Laid-Open Publication No. 10-1998-049817) of Patent Document 1, the microcomputer has a signal to plug the mixer inside the cylinder so that the engine can operate. And the microcomputer judges a signal output from the fault determination terminal DIAG of the ignition driver to be a fault due to a current shortage if the fault determination signal remains in a high state, If it goes down, the pulse width of the ignition current, that is,

Determining whether the ignition pulse width is fixed by an instantaneous overcurrent when the ignition pulse width is smaller than the predetermined value, and making a steady determination when the ignition current pulse width is greater than a specific value, There has been a problem in that there is merely an invention for generating an ignition timing signal and determining whether or not a malfunction has occurred, and there is no invention to analyze / analyze the state of the engine by analyzing the shape and distribution characteristics of the ignition timing signal of the engine.

Patent Document 1: Korean Patent Laid-Open No. 10-1998-049817 (September 15, 1998)

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems of the prior art and it is an object of the present invention to provide ignition timing signal distribution data having characteristics that can be uniformly applied with a certain regularity even in a very wide variety of engines having different characteristics such as the number of cylinders, And by comparing and analyzing the ignition timing of the vehicle to be measured with the ignition timing data of the new vehicle control group N and the failure control group F, the state of the engine is effectively controlled according to the basic operation principle and characteristics of the vehicle engine. And to provide an engine inspection analysis method and an apparatus through an ignition timing of an ignition ignition engine vehicle which can check and diagnose a state.

In order to achieve the above object, an engine inspection analysis method of an ignition ignition engine vehicle according to the present invention is characterized in that the engine ignition timing of each of the new-vehicle control group N, the failure control group F, (S2) for measuring distribution data of an engine ignition timing (Sn) of the new-vehicle control group (N) using the engine ignition timing signal, (S3) of measuring the distribution data of the engine ignition timing (Sf) of the failure control group (F) using the engine ignition timing signal; (S4) of measuring the distribution data of the engine ignition timing (St) of the measurement target vehicle (T) to be analyzed by using the engine ignition timing (Sn) ) And the distribution data of the above- The engine control unit compares the distribution data of the engine ignition timing St of the measurement subject vehicle with the distribution data of the engine ignition timing Sf of the group F to determine the engine state of the measurement subject vehicle T (S6) of displaying an analysis result of the measurement target vehicle (T) analyzed through the analysis step (S5); And a control unit.

In addition, the engine state analysis step (S5)

The maximum value Maxn and the minimum value Minn of the average value An of each cylinder after calculating the average value An of the distribution data of the cylinder-by-cylinder engine ignition timing Sn of the new vehicle control N, (S10a) of calculating a new vehicle control variation width (Dn) by selecting a new vehicle control variable variation width (Dn)

The average value of the distribution data of the engine ignition timing Sf for each cylinder of the failure control group F is obtained and then the maximum value and the minimum value of the respective average values of the cylinders are selected to obtain the difference, (S10b) of calculating a variation range of a fault control difference,

The average value of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T is obtained and then the maximum value and the minimum value of the respective average values of the cylinders are selected to obtain the difference, Dt) of the target vehicle is calculated (S10c)

An engine state level value analysis unit that obtains an engine state level value EL1 satisfying the following expression (1) using the new vehicle control group variation width Dn, the failure difference control group variation width Df and the measurement subject vehicle variation width Dt Step SlOd; And a step of analyzing the state of fluctuation of the state (S10).

[Equation 1]

In this case, K is a predetermined correction coefficient.

In addition, the engine state analysis step (S5)

A new vehicle control normal distribution function derivation step of obtaining a new vehicle normal distribution function Fn after obtaining the minimum value, maximum value, standard deviation and average value of the distribution data of the engine ignition timing Sn for each cylinder of the new vehicle control N (S20a)

A minimum value, a maximum value, a standard deviation, and an average value of the distribution data of the engine ignition timing Sf for each cylinder of the failure control group F are obtained, and then a failure difference control normal distribution (Ff) A function deriving step S20b,

The minimum value, the maximum value, the standard deviation and the average value of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T are obtained and then the measurement target vehicle normal A distribution function deriving step S20c;

Deriving a new-vehicle distribution correcting function (Fcn) by multiplying the new-vehicle normal distribution function (Fn) by a new-vehicle variance correction coefficient (kn) based on an absolute value of the variance from the new-vehicle mean value; Wow,

Deriving a failure distribution correction function (Fcf) by multiplying the failure normal distribution function (Ff) by a failure difference variation correction coefficient (kf) based on the absolute value of the variance from the failure average value, Step S20e;

(Fct), which is obtained by multiplying the measurement target vehicle normal distribution function (Ft) by the measurement target vehicle variation correction coefficient (kt) based on the absolute value of the variance from the measurement target vehicle average value, A vehicle distribution correction function deriving step S20f;

(Fcn), the failure distribution correcting function (Fcf) and the measurement subject vehicle distribution correcting function (Fct) with respect to each of the predetermined upper section (Sh) and lower section (Sl) An engine speed change total amount deriving step S20g for obtaining a new vehicle control engine revolution total change amount Dev_n, a fault difference control engine revolution change amount Dev_f and a measurement object vehicle deviation Dev_t;

The engine state level value EL2 satisfying the following expression (2) is calculated using the new vehicle control engine speed change total amount Dev_n, the failure difference control engine speed change amount Dev_f and the measurement subject vehicle deviation Dev_t An engine state level value analysis step (S20h) to be obtained; And a normal distribution state analysis step (S20).

&Quot; (2) "

In addition, the engine state analysis step (S5)

The minimum value, the maximum value, the standard deviation and the average value of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T are obtained and then the measurement target vehicle normal A distribution function deriving step S30a;

The difference between the occurrence frequency Pt of each ignition timing of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T and the measurement target vehicle normal distribution function Ft for each ignition timing, A frequency difference difference calculation step S30b for calculating a frequency difference PD for each interval,

A distribution section of the measurement target vehicle normal distribution function Ft is divided into a predetermined upper section Sh, an intermediate section Sm and a lower section Sl, and the upper section Sh and the lower section Sl, (PD) value of the interval is selected to select the selection frequency difference (PS). In the middle interval (Sm), only the case in which the frequency difference difference value (PD) A step S30c of frequency-difference discrimination for each interval selected by the frequency difference PS,

A correction screening frequency difference PDc obtained by multiplying the screening frequency difference PS by the measurement subject vehicle variation correction coefficient kt according to the absolute value of the variance from the average value of the measurement target vehicle normal distribution function Ft, A frequency difference calculation step S30d;

(Sd) based on the mean value as the center of the distribution range of the measurement target vehicle normal distribution function (Ft), and then the correction selection frequency difference PDc in the acceleration section (Sa) (Pd) obtained by integrating or integrating the correction selection frequency difference (PDc) in the deceleration section (Sd) obtained by integration or section-by-section addition and the deceleration frequency value (Pd) A step S30e of calculating a frequency value,

An engine state level value analyzing step (S30f) of obtaining an engine occupant level value (EL3) satisfying the following equation (3) using the acceleration frequency value (Pa) and the deceleration frequency value (Pd); And a normal distribution frequency difference analysis step (S30).

&Quot; (3) "

Meanwhile, according to an embodiment of the present invention, an engine inspection and analysis apparatus through an ignition timing of an ignition ignition engine vehicle,

The vehicle control system is connected to a sensor signal output unit 20 including an OBD-2 connector 10 of a vehicle and detects the new vehicle control group N, the fault control group F, A sensor input / output connection unit 110 receiving the engine ignition timing signals of the engine,

A main control unit (120) connected to the sensor input / output connection unit (110) and performing an engine inspection analysis method according to the ignition timing of the ignition ignition engine vehicle according to any one of claims 1 to 4;

A display unit 130 connected to the main control unit 120 for visually displaying an engine combustion state inspection analysis result and a result,

An operation input unit 140 connected to the main control unit 120 and receiving a user's operation input; And a control unit.

The main control unit 120 is connected to the main control unit 120 by using one or more of a wireless communication module 150 or an internet network 160 to control the ignition timing of the ignition engine An external terminal 170 capable of inquiring results of execution of the engine inspection analysis method through the controller 170; And further comprising:

According to the present invention, by merely comparing and analyzing the ignition timing of the vehicle to be measured with the ignition timing data of the new vehicle control group N and the failure control group F, There is an advantage that the state of the engine can be checked and the state can be diagnosed.

1 is a graph showing a change in torque according to an ignition timing in an ignition ignition engine vehicle.
2 is a view showing an ignition timing deviation in a new-vehicle control group when an engine inspection analysis method is performed through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention.
Fig. 3 is a view showing an ignition timing deviation in a vehicle at a general level when an engine inspection analysis method is performed through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention; Fig.
4 is a view showing an ignition timing deviation in a vehicle at an aging level when the engine inspection analysis method is performed through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention.
FIG. 5 is a view showing an ignition timing deviation in a failure control system when an engine inspection analysis method is performed through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention. FIG.
6 is a flowchart showing an overall flow of an engine inspection analysis method through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention;
7 is a flowchart showing the flow of the case of using the fluctuation state analysis step (S10) as the engine state analysis step (S5) of the engine inspection analysis method through the ignition timing of the ignition ignition engine vehicle according to the embodiment of the present invention .
8 is a flowchart showing the flow of the case of using the normal distribution state analysis step S20 as the engine state analysis step S5 of the engine inspection analysis method through the ignition timing of the ignition ignition engine vehicle according to the embodiment of the present invention chart.
9 shows the flow of the case of using the normal distribution frequency difference analysis step S30 as the engine state analysis step S5 of the engine inspection analysis method of the ignition timing of the ignition ignition engine vehicle according to the embodiment of the present invention Flowchart.
10 shows a display screen in the case of using the normal distribution state analysis step S20 as the engine state analysis step S5 of the engine inspection analysis method through the ignition timing of the ignition ignition engine vehicle according to the embodiment of the present invention drawing.
11 shows a display screen when the normal distribution frequency difference analysis step S30 is used as the engine state analysis step S5 of the engine inspection analysis method through the ignition timing of the ignition ignition engine vehicle according to the embodiment of the present invention Fig.
12 is a block diagram of an apparatus for analyzing an engine test through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a method and an apparatus for analyzing an engine inspection through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. First, it should be noted that, in the drawings, the same components or parts are denoted by the same reference numerals whenever possible. In describing the present invention, a detailed description of known functions and configurations incorporated herein will be omitted so as to avoid obscuring the subject matter of the present invention.

First, a method of analyzing an engine inspection through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention will be described.

As shown in FIG. 6, the method of analyzing the engine through the ignition timing of the ignition ignition engine vehicle according to the present invention includes a sensor signal input step S1, a new vehicle ignition timing measurement step S2, a failure ignition timing measurement step S3, a target vehicle ignition timing measurement step S4, an engine condition analysis step S5, and an analysis result display step S6.

First, the sensor signal input step S1 will be described. The sensor signal input step S1 is a step of receiving the engine ignition timing signals of the new vehicle control group N, the failure control group F and the measurement subject vehicle T as shown in Fig. In addition, the sensor signal input step S1 may include, in addition to the ignition timing, the driving state of the angular driving system related to the engine control such as the fuel injection amount, the engine speed, the vehicle running speed, It is preferable to receive various service data including the related information (hereinafter referred to as service data in the related technical field, hereinafter referred to as service data).

In this case, the service data signals are transmitted to the vehicle from an engine control unit (ECU) via a controller area network (CAN) or a K-line standardized terminal (OBD2 terminal: service (Hereinafter referred to as an OBD2 terminal) for receiving data.

The On-Board Diagnosis-2 (OBD-2) is one of the regulations related to automobile exhaust gas in the United States. It is applied to a similar part in Korea. It is a computer embedded in a vehicle. (DTC) is stored and a warning light (MIL: Malfunction Indicator Light) is turned on when a hazardous exhaust gas is emitted beyond the reference level. And a method of expressing service data related thereto.

Since the existing OBD systems that were applied for the first time only checked the short-circuit of electronic parts and wiring, it is not known that the exhaust gas increases due to deterioration of the catalyst or oxygen sensor, abnormal behavior of sensor or actuator, The connector, the failure code, the warning light, and the type of the stored information are not standardized. Therefore, different connectors are required for each vehicle or manufacturer, and various other data for interpreting the failure code are required. Respectively.

In order to solve these problems, it is necessary to use the terminology and fault code of the communication connector, the communication specification electronic control part, the unit of the service data, and the display method of the communication device of general purpose diagnostic equipment as a standardized one. The OBD-2 regulation was amended by adding criteria and diagnostic requirements.

OBD-1 is defined as OBD-1, which diagnoses only simple faults related to engine control with a computer built in the vehicle and OBD-1, The OBD-2 is defined as OBD-2. In this case, the OBD-2 is defined as OBD-2. In this case, 2 If the warning light is on If there is not a malfunction and the exhaust gas is too much, it is not difficult to operate the vehicle without repairing it. If the warning light is lit, And OBD-3 are defined as comprehensive technical contents for compulsory improvement measures in case of excessive emission of exhaust gas, such as limiting the operation of the vehicle when the vehicle is not repaired.

Diagnosis items in accordance with OBD-2 regulations include catalyst, engine misfire, fuel system, leakage of refrigerant refrigerant, leakage of evaporative gas system, oxygen sensor, EGR, thermostat, positive crankcase ventilation (PCV) valve, control of other engine or transmission It includes all the sensors and solenoids used for diagnostics and does not specify any specific names or ranges, but includes all the factors that can cause emissions to exceed the standard.

The transmission of data according to OBD-2 regulations is done via CAN or K-Line using ISO9141-2 or KWP2000's vehicle fault diagnosis standard protocol. The ISO 9141-2 and KWP 2000 are standard protocols for vehicle failure diagnosis specified by ISO (International Organization for Standardization) and SAE (Society of Automotive Engineers).

The CAN (Controller Area Network) is a network communication system that can be used in a small-scale range. It is a vehicle network system for providing digital serial communication between various measurement control equipments of an automobile by a next-generation vehicle diagnostic communication method. The CAN satisfies many kinds of real-time demands in a vehicle because it can transmit data at a very high speed, reducing weight and complexity by intelligently replacing complicated electrical wiring and relays of electronic components in a vehicle with a serial communication line. In addition, it can diagnose the abnormality caused by electronic interference, and can organically communicate in an unexpected situation during operation. It is applied to advanced automotive electric system as ISO standard and it is possible to integrate systems such as engine management, anti-lock braking systems (ABS), transmission management system (TMS), air conditioner, door lock, . The transmission speed of the CAN is 500 Kbps to 1 Mbps, which is 50 times faster than the existing communication speed, and it is a tendency to apply this most recently. On the other hand, the K-Line is a diagnostic communication line for vehicles named by OBD regulations and has a speed of 10.4 Kbps.

 Since the present invention can receive the service data from the ECU (vehicle control computer) at a very high speed through the CAN communication, the state of the engine can be judged very quickly, and the service data And CAN communication, but it is a computer embedded in the vehicle, slows down the transmission of service data to the OBD2 terminal, the statistical analysis will require more data to receive the number of samples (the number of received ignition timing values) Service data should be received for a long time.

Next, the new vehicle ignition timing measurement step S2 will be described. 6, the new-vehicle ignition timing measurement step S2 is performed to determine whether the engine ignition timing Sn of the new-vehicle control group N is equal to or greater than a predetermined reference value, using the engine ignition timing signal measured in the new- And measuring the distribution data. In this case, in order to measure the distribution data of the engine ignition timing Sn of the new-vehicle control group N, the engine ignition timing signal is repeatedly measured for a predetermined time in the new-vehicle control group N, It is preferable to measure the distribution data of the engine ignition timing Sn of the new vehicle control group N after storing the distribution data of the new vehicle control group N. In general, do.

Next, the fault-ignition timing measurement step S3 will be described. The failure ignition timing determination step S3 is a step of measuring distribution data of the engine ignition timing Sf of the failure control group F using the engine ignition timing signal as shown in FIG. In this case, in order to reproduce the state of the fault difference for constructing the failure control group F, it is necessary to experimentally remove the ignition plug of one cylinder among the cylinders of the engine of the measurement object vehicle, It is possible to reproduce the state of the failure through an operation such as making the operation of the failure difficult. In this case also, in order to measure the distribution data of the engine ignition timing Sf of the failure control group F, the engine ignition timing signal is repeatedly measured for a predetermined time in the failure control group F, It is preferable to measure the distribution data of the engine ignition timing Sf of the failure control group F after storing it in the form of a database.

Next, the target vehicle ignition timing measurement step S4 will be described. The target vehicle ignition timing measurement step S4 measures the distribution data of the engine ignition timing St of the measurement target vehicle T to be analyzed using the engine ignition timing signal as shown in Fig. . In this case also, in order to measure the distribution data of the engine ignition timing St of the measurement subject vehicle T, it is generally necessary to repeatedly measure the engine ignition timing signal for a predetermined time in the measurement subject vehicle T It is preferable to measure the distribution data of the engine ignition timing St of the measurement subject vehicle T after storing it in the form of a database.

Meanwhile, the predetermined time interval for measuring the engine ignition timing signal at the new-vehicle ignition timing measuring step (S2) to the target vehicle ignition timing measuring step (S4) is generally such that each of the engine ignition timing signal measuring values It is preferable to have a time interval that can be accumulated as many as the number of the control group or the measurement group that is statistically significant as a whole. Thus, for example, if the engine ignition timing signal value is measured 10 times per second and about 1000 measured values are needed to form a statistically significant control, the predetermined time interval is about 100 seconds Or more. On the other hand, the predetermined time interval for measuring the engine ignition timing signal can be changed according to the number of measured values required to form a statistically significant control group, which is the period of time during which the engine ignition timing signal is measured And will be apparent to those skilled in the art to which the present invention belongs.

Next, the engine condition analysis step S5 will be described. 6, the engine state analysis step S5 is a step of comparing the distribution data of the engine ignition timing Sn of the new-vehicle control group N and the distribution data of the engine ignition timing Sf of the failure control group F The engine state of the vehicle T to be measured is compared with the distribution data of the engine ignition timing St of the measurement subject vehicle.

Such an engine state analysis step S5 may be configured in a very wide variety of embodiments. In one embodiment of the present invention, the fluctuation state analysis step S10, the normal distribution state analysis step S20) or a normal distribution frequency difference analysis step (S30).

Hereinafter, the fluctuation state analysis step (S10), the normal distribution state analysis step (S20), or the normal distribution frequency difference analysis step (S30) will be described in detail.

First, the fluctuation state analysis step S10 will be described. The fluctuation state analysis step S10 is preferably applied when receiving an ignition timing value for each cylinder of the engine from an ECU (vehicle control computer). The step of analyzing the fluctuation width state S10 may be performed by comparing relatively simple statistical characteristics of the engine ignition timing distribution data of each of the new vehicle control N and the failure control group F with the engine ignition timing distribution 7, the step of calculating the variation of the new-vehicle control group S10a, the calculation of the variation range of the failure-control-based variable S10b, A calculation step S10c, and an engine state level value analysis step S10d.

In this case, the new-vehicle-vehicle-variation-variation calculating step S10a calculates an average value An of the distribution data of the cylinder-by-cylinder engine ignition timing Sn of each new-vehicle control N, The maximum value Maxn and the minimum value Minn of the new vehicle control group variation Dn are obtained.

In the fault variance control range variation calculation step S10b, the average value of the distribution data of the engine ignition timing Sf for each cylinder of the failure control group F is obtained, and then the maximum value and the minimum value of the respective average values of the cylinders And obtaining the difference to obtain the variation range (Df) of the fault-contrast control.

Next, the measurement subject vehicle variation range calculation step S10c calculates an average value of distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T, And the minimum value, and obtains the difference to obtain the measurement target vehicle variation width Dt.

After performing the steps S10a to S10c of calculating the variation range of the new vehicle control group (S10a) to the calculation of the variation range of the vehicle-to-be-measured (S10c), the variation range Dn of the new vehicle control group, the variable- An engine state level value analysis step S10d for obtaining an engine state level value EL1 satisfying the following equation (1) is performed by using the engine state level value Dt to determine the engine state of the measurement subject vehicle T. [

In this case, K is a predetermined correction coefficient, and the engine state level value is represented by a value between 0 and 1, or between 0 and 100%.

The engine state of the measurement target vehicle T becomes closer to the new vehicle control N as the value shown through the fluctuation state analysis step S10 is closer to 0 and the correction coefficient K becomes 1 , It can be determined that the engine state of the measurement target vehicle T is closer to the failure control group F as the value shown through the variable width state analysis step S10 is closer to 1.

Next, the normal distribution state analysis step S20 will be described. The normal distribution state analysis step S20 is preferably applied when receiving the ignition timing value from the ECU, which is a vehicle control computer, irrespective of each cylinder of the engine (i.e., without distinguishing each cylinder). The normal distribution state analysis step S20 calculates a normal distribution function of the engine ignition timing distribution data of the new vehicle control group N and the failure control group F, 8, the new vehicle control normal distribution function deriving step S20a and the failure difference control normal distribution function deriving step S20b A new vehicle distribution correction function deriving step S20d, a failure distribution correcting function deriving step S20e, a measurement subject vehicle distribution correcting function deriving step S20f, an engine rotation speed calculating step S20b, A change total amount deriving step S20g and an engine state level value analysis step S20h.

In this case, the new vehicle control normal distribution function deriving step S20a calculates a minimum value, a maximum value, a standard deviation and an average value of the distribution data of the engine ignition timing Sn for each cylinder of the new vehicle control N, And obtaining a new-vehicle normal distribution function Fn.

The normal distribution function is assumed to have a normal distribution when the variance X having an average m and a standard deviation σ has a probability density function f (x) given by the following equation (4).

This function is the most important statistical method as a function from the probability distribution of random errors obtained by measuring a quantity when the power is sufficiently large in the binomial distribution, and the logarithmic law is also explained from the nature of this function. In addition, this function is mainly used for sampling survey.

Next, in the failure normalization function normal distribution function deriving step S20b, a minimum value, a maximum value, a standard deviation and an average value of the distribution data of the engine ignition timing Sf for each cylinder of the failure control group F are obtained , And the failure normal distribution function (Ff).

Next, the measurement target vehicle normal distribution function deriving step S20c calculates a minimum value, a maximum value, a standard deviation and an average value of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T , And the target vehicle normal distribution function Ft.

Each of the normal distribution functions derived through the step S20a of deriving the new-vehicle-control-group normal distribution function to the step S20c of deriving the measurement-subject vehicle normal distribution function is shown in FIG. 10 on a graph in which the ignition timing of the engine is varied. It has the same shape. That is, the new-model normal distribution function Fn represented by the dotted line in FIG. 10 has a shape having a high probability and a relatively narrow distribution in the vicinity of the average value (center value) The measured vehicle target normal distribution function Ft represented by the solid line in FIG. 10 has a probability that the probability of the new vehicle normal distribution function Fn is low And has the property of being located between the failure normal distribution functions (Ff). Therefore, qualitatively, as the shape of the measurement target vehicle normal distribution function Ft approaches the shape of the new-model normal distribution function Fn, the engine state can be judged to be in a good state (state close to the new vehicle) As the shape of the measurement target vehicle normal distribution function Ft approaches the shape of the failure normal distribution function Ff, the engine state can be determined to be in a poor state (a state close to the failure).

10 illustrates an example in which the average values of the new vehicle normal distribution function Fn, the failure normalization function Ff and the measurement target vehicle normal distribution function Ft are identical to each other, The graphs of the new-model normal distribution function Fn, the failure-difference normal distribution function Ff and the measurement target vehicle normal distribution function Ft are shifted left and right on the x-axis engine ignition timing (s) And the average value in the normal distribution function of the measured vehicle is shifted on the x-axis, it is considered when analyzing the engine taming level through Equation (3). That is, in order to analyze to what extent the overall level of the engine of the measurement subject T corresponds to the new vehicle N and the failure difference F, the measurement target vehicle normal distribution function Ft, Fn) and the failure normal distribution function (Ff).

Meanwhile, each of the normal distribution functions derived through the step S20a of deriving the new vehicle control normal distribution function to the step S20c of deriving the measurement target vehicle normal distribution function is used to calculate the probability at a predetermined engine ignition timing distribution value interval In order to grasp the degree of distribution and the amount of change of the engine ignition timing, it is necessary to determine the actual engine rotation (or the amount of change) of the engine rotation timing by the engine rotation timing in addition to the probability in the predetermined engine ignition timing distribution value interval in the engine ignition timing distribution data. It is necessary to transform the function into a function that can represent the change in the number. That is, when the new vehicle normal distribution function Fn, the failure normalized distribution function Ff, and the measurement target vehicle normal distribution function Ft are integrated in a predetermined ignition timing distribution value interval, And is only a value indicating only the probability that the ignition timing is distributed in the distribution value interval. Therefore, the integrated values of the new vehicle normal distribution function Fn, the failure normalized distribution function Ff, and the measured vehicle normal distribution function Ft are all 1, that is, 100%, over the entire ignition timing distribution period.

For this conversion, the new vehicle normal distribution function Fn, the failure normalization distribution function Ff and the measurement target vehicle normal distribution function Ft are derived from a new vehicle distribution correction function deriving step S20d, Step S20e and the measurement subject vehicle distribution correction function deriving step S20f.

Here, the distribution correction function is a function derived by applying a conversion coefficient for converting the ignition timing change amount to the engine speed change amount, and is a function obtained by integrating the predetermined ignition timing distribution value interval with respect to the normal distribution function When the conversion coefficient is multiplied, the engine rotation speed in the predetermined ignition timing distribution value section becomes the total amount of the change amount.

The conversion coefficient value varies depending on the difference between the air-fuel ratio of the air and the fuel, the engine speed, and the like depending on the type of the engine such as the compression ratio and the displacement of the engine and the number of cylinders. However, it should be noted that this difference is not a problem in the present invention at all.

First, when the entire period of the ignition timing distribution is divided into several stages, the present invention can be applied to the same vehicle in the case of a new car (N), a failure difference (F), and a target difference (T) Since we are analyzing the same engine, the correction function values are the same. Of course, there may be a difference in the number of revolutions for the change of the ignition timing according to the aging. However, it is practically impossible to consider the factor by the aging, and the correction coefficient used in the technical field of the present invention is, It is used as one standard. Therefore, when the correction function is substituted into Equation (2), denominator molecules are all substituted equally and can be deleted, so that they are not related to the magnitude of the value.

Secondly, when integrating the new vehicle normal distribution function Fn, the failure normal distribution function Ff and the measurement target vehicle normal distribution function Ft in the entire ignition timing distribution period, The integral value is large when the variation of the ignition timing change is large and the integral value of the vehicle with the small variation of the ignition timing is small. In other words, when the ignition timing value is not multiplied by the correction function but the normal distribution function is integrated over the entire ignition timing distribution, all 1 (100%) is obtained as the simple probability. However, when the ignition timing value is multiplied by the correction function, The variation of the ignition timing becomes larger, and as the ignition timing change amount becomes larger, the integral value becomes larger as well. Therefore, the error of the correction function value causes an error in the total amount of change in the engine speed of each of the new vehicle N, the failure F and the target difference T, but the difference between the new vehicle N, (T) is not different from the relative ratio of the engine speed change amount of each engine.

In this case, the value of the correction function is experimentally determined by changing the ignition timing 1 degree with respect to all the cylinders of the engine under the no-load condition in the idling state, and the engine speed change is 10-20 rpm. It is preferable to use a value obtained by dividing the intermediate value 15 by the number of cylinders when the ignition timing value is received as one value and when the ignition timing value is received individually for each cylinder. However, when the ignition timing change amount is changed from the average value in the x-axis in FIG. 10, the engine rotation speed is changed. In the actual engine, the noise (called booming noise) and the quietness Which is undesirable.

In consideration of this, in the present invention, it is preferable to divide the ignition timing change amount, that is, the x-axis away from the average value in Fig. That is to say, the range of the degree of vibration that occurs in the second step but does not give much attention is set as the normal range, (4-6 degrees in change of ignition timing), the degree of noise generation (7-9 degrees in the ignition timing range), and the degree of vibration in the third stage (The ignition timing change amount is 10-12 degrees), and the last 5 step is the degree of concern that the engine seems to have a great deal of power due to the engine vibration and the like, It is practically possible to add an additional correction value closer to 1 as the closer to the first step and closer to 0 as closer to the fifth step.

The reason why the mean values of the new-vehicle normal distribution function Fn, the failure-normal distribution function Ff and the vehicle-to-be-measured vehicle normal distribution function Ft are equal to each other is referred to here. Is the difference between the actual ignition timing value and the average value.

The new-vehicle-distribution correcting function deriving step S20d includes a new-vehicle distribution correcting function Fcn obtained by multiplying the new-vehicle normal distribution function Fn by the new-vehicle variance correcting coefficient kn by an absolute value of the variance from the new- ). In this case, the new vehicle variance correction coefficient kn can be set experimentally or theoretically, and it is possible to linearly change the absolute value of the variance from the new-vehicle average value in the section to which the new- It is common to be given a proportional value. 10, the new-vehicle distribution correcting function Fcn at the predetermined ignition timing interval (position) is calculated by subtracting the new ignition timing interval (the current ignition timing) from the central axis (symmetrical axis) of the new- (I.e., the absolute value of the distance from the central axis (symmetry axis) of the new-model normal distribution function Fn to the predetermined ignition timing section (position)) up to the predetermined value Do. In this case, the same correction coefficient is applied to the new-vehicle normal distribution function Fn, the failure-difference normal distribution function Ff, and the measurement target vehicle normal distribution function Ft as described for the values of the correction function, It is also possible to divide the x-axis away from the average value into a plurality of steps and to give an additional correction coefficient value that can give a weight in consideration of the phenomenon of the engine appearing outside each section.

Next, the failure distribution correcting function derivation step (S20e) derives the failure distribution normalization function (Ff) by multiplying the failure difference variation correction coefficient (kf) by the absolute value of the variance from the failure average value And obtaining a distribution correction function Fcf. In this case, it is also possible to experimentally or theoretically set the error correction coefficient kf, and it is also possible to set the error correction coefficient kf to the absolute value of the variance from the error difference average value It is generally given as linearly proportional values. In this case, the same correction coefficient is applied to the new-vehicle normal distribution function Fn, the failure-difference normal distribution function Ff, and the measurement target vehicle normal distribution function Ft as described in the description of the correction function value, It is also possible to divide the x-axis away from the average value into a plurality of steps in the case where the amount of change in the ignition timing increases, that is, in FIG. 10, and to give an additional correction coefficient value for weighting in consideration of the phenomenon of the engine appearing outside each section.

Next, the measurement target vehicle distribution correcting function deriving step S20f is a step of deriving a measurement target vehicle distribution correction function (kt (k)) based on the absolute value of the variance from the measurement target vehicle average value with respect to the measurement target vehicle normal distribution function ) To obtain a measurement target vehicle distribution correcting function Fct. In this case also, the measurement target vehicle variation correction coefficient kt can be set experimentally or theoretically, and in the section to which the measurement target vehicle variation correction coefficient kt is to be applied, the variation from the measurement target vehicle average value And is generally given as a value that is linearly proportional to the absolute value of? In this case, the same correction coefficient is applied to the new-vehicle normal distribution function Fn, the failure-difference normal distribution function Ff, and the measurement target vehicle normal distribution function Ft as described in the description of the correction function value, It is also possible to divide the x-axis away from the average value into a plurality of steps in the case where the amount of change in the ignition timing increases, that is, in FIG. 10, and to give an additional correction coefficient value for weighting in consideration of the phenomenon of the engine appearing outside each section.

Next, the engine speed change total amount deriving step S20g will be described. 8, the engine speed variation total amount deriving step S20g is a step of calculating the engine speed variation total amount Fcn, the failure distribution correcting function Fcf and the measurement subject vehicle distribution correcting function Fct, , A section for rapidly increasing the engine rotation (hereinafter referred to as an upper section Sh) in an area in which each predetermined ignition timing variation amount as shown in FIG. 10 is larger than the average value, and a region in which the ignition timing variation amount is smaller than the average value The new vehicle control engine revolution speed change amount integrated by integrating the new vehicle control normal distribution function (Fn) by the new vehicle control variable correction coefficient (kn) by integrating with respect to the section in which the engine rotation is slowed (hereinafter referred to as the lower section Sl) (Dev_f), which is obtained by multiplying the failure control difference normal distribution function (Dev_n), the failure difference control normal distribution function (Ff) by the failure difference control variable correction coefficient (kf) Is a step of obtaining a measurement target differential engine revolution variation total amount Dev_t by multiplying the product normal distribution function Ft by the measurement subject differential correction coefficient kt. In this case, the integration of the upper section Sh and the lower section Sl is performed by calculating the total engine speed change amount and performing a relative comparison to determine whether the measurement target difference T is between the new vehicle N and the fault F And the degree to which the level is shown. In this case, if the amount of change in ignition timing in the upper section is large, the engine rotates slower than normal, and the ignition timing is advanced to increase the engine torque to correct the rotation rapidly. On the contrary, The engine rotation speed is lowered and the ignition timing is delayed to compensate for the slow rotation.

When the ignition timing change amount is large in the upper section Sh and the lower section Sl, that is, as the distance from the center in the x-axis increases, the engine rotation speed correction becomes larger and the phenomenon felt by the engine becomes different. It is possible to divide the upper section Sh and the lower section Sl either experimentally or theoretically into several sections according to the degree of unpleasantness. In general, it is possible to set the inflection point from the central axis of the normal distribution function, ) Can be set as the upper section Sh and the lower section Sl, respectively.

Next, the engine state level value analysis step S20h will be described. As shown in FIG. 8, the engine state level value analysis step S20h is a step in which the new vehicle control engine revolution total amount Dev_n, the failure difference control engine revolution total change amount Dev_f, (Dev_t) to obtain an engine state level value EL2 satisfying the following expression (2).

In this case, the closer the engine state level value EL2 is to 0, the closer the state of the measurement target vehicle T is to the new vehicle control N. If the engine state level value EL2 is 1 It can be determined that the engine state of the measurement target vehicle T is closer to the failure control group F as the distance is closer.

Next, the normal distribution frequency difference analysis step S30 will be described. The step of analyzing the normal distribution frequency difference S30 may be performed to more accurately grasp the distribution characteristic of the ignition timing of the measurement target vehicle T from the normal distribution and the tendency (whether the ignition timing change amount is shifted to the advance angle or the retard angle) 9, the measurement target vehicle normal distribution function deriving step S30a, the interval frequency difference calculating step S30b, the interval frequency difference discriminating step S30c, the correction screening frequency difference calculating step S30b, A calculation step S30d, a frequency value calculation step S30e, and an engine state level value analysis step S30f.

First, the measurement target vehicle normal distribution function deriving step S30a will be described. The measurement target vehicle normal distribution function deriving step S30a calculates a minimum value, a maximum value, a standard deviation and an average value of distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T, And obtaining the target vehicle normal distribution function Ft.

Next, the interval-based difference frequency calculation step (S30b) calculates the difference frequency (Pt) between each ignition timing and each ignition timing (St) of the distribution data of the engine ignition timing (St) (PD), which is a difference between the measured vehicle normal distribution function (Ft) and the frequency calculated by the measured vehicle normal distribution function (Ft). That is, in the step of FIG. 11, a frequency difference PD by interval is calculated, which is a difference between a graph representing the normal distribution function Ft of the measurement object and a histogram representing the frequency of occurrence Pt by each ignition timing. Here, the bar graph is the actual occurrence frequency indicating the number of times corresponding to the interval of each x-axis in FIG. 11 among the ignition timing signals received from the total control computer, which is the occurrence frequency of the actual ignition timing change value, The value calculated through the function Ft is a value obtained by multiplying the value obtained by integrating the normal distribution function Ft with respect to the x-axis section in FIG. 11 by the total number of actually received ignition timing signals. The above process is a basic matter in statistical mathematics widely used in the technical field to which the present invention belongs, and a detailed description thereof will be omitted.

Next, the step of frequency-difference discrimination step S30c for each interval divides the distribution interval of the measurement target vehicle normal distribution function Ft into a predetermined upper section Sh, an intermediate section Sm and a lower section Sl, In the upper section Sh and the lower section Sl, when the value of the interval PD is positive (i.e., when the number of occurrences Pt of each ignition timing is smaller than the measured vehicle normal distribution function (Ft) value) is selected and selected as the selection frequency difference PS. In the middle interval Sm, when the frequency difference value PD is negative (i.e., (I.e., when the frequency Pt is smaller than the value of the normal distribution function Ft for each ignition timing) is selected and selected as the selection frequency difference PS. The reason for distinguishing between the positive and negative frequency difference PD values in the upper and lower sections Sh and Sm and the intermediate section Sm is that the upper section Sh And the actual engine state of the measurement target vehicle T is in a state in which the value of the interval frequency difference value PD is closer to the distribution of the ignition timing in the case of the further failure, (I.e., the degree of aging or abnormality) from the measured vehicle normal distribution function Ft obtained by a statistical method. Likewise, when the interval PD is negative in the middle section Sm, the state of the actual engine of the measurement target vehicle T is close to the distribution of the ignition timing in the case of the more- The degree of deviation from the measured vehicle normal distribution function (Ft) obtained by the statistical method (i.e., the degree of aging or abnormality). Here, it should be noted that the graph of the measurement target vehicle normal distribution function (Ft) means a standard of tendency that the measurement target vehicle universally shows.

Meanwhile, the method of distinguishing and determining the upper section Sh, the lower section Sl, and the intermediate section Sm may be variously experimentally or theoretically. In an embodiment of the present invention, The upper section Sh and the lower section Sl are set as the middle section Sm and the other sections as the upper section Sh and the lower section Sl, respectively, between the sections spaced apart from the center axis of the distribution function by δ (standard deviation) It is possible.

In the present invention, the degree of the phenomenon felt by the actual engine is divided according to the amount of change in the ignition timing, and the background is as follows. That is, the ignition timing change amount is set to an intermediate section (sm) where the vibration is hardly appearing in one step (about 0-3 degrees as the ignition timing change amount) toward the direction away from the mean value in Fig. 11, The second stage is a range where the vibration occurs but does not give much attention (the ignition timing variation is 4-6 degrees), and the third stage is the range in which the vibration of the vehicle and the vibration of the noise body occurs. (7 to 9 degrees). In the fourth stage, the phenomenon felt in the third stage is severe and the degree of discomfort is felt (10-12 degrees in terms of the ignition timing). In the last stage, (More than 12 degrees in terms of a change in ignition timing) as if there is a large crowd. When the amount of change is positive (+), it is defined as the lower section (Sl) if the upper section Sh is negative Respectively. These steps are quantitative classification that can be divided through the qualitative division divided according to the degree of reaction felt through the engine phenomenon and the scale (RPM gauge variation) that can be seen in the driver's seat gauge as in the present invention. It is possible to divide into.

Next, the correction selection frequency difference calculating step S30d calculates the correction target value Kt based on the absolute value of the variation from the average value of the measurement target vehicle normal distribution function Ft to the selection frequency difference PS, To obtain the correction selection frequency difference PDc. In this case, the measurement target vehicle variation correction coefficient kt can be set experimentally or theoretically, and it is possible to set the measurement target vehicle variation correction coefficient kt at an absolute value of the variation from the measurement target vehicle average value The failure amount F and the measurement subject difference T are given for the same reason as described in the correction function Ft applied to Equation 2, It is also possible to use the same value.

Next, the frequency value calculation step S30e divides the distribution interval of the measurement target vehicle normal distribution function Ft into an acceleration interval Sa and a deceleration interval Sd with an average value as a center, ) And the correction selection frequency difference (PDc) in the deceleration section (Sd) by integrating or section-by-section summing up the correction selection frequency difference (PDc) And a deceleration frequency value (Pd) obtained through the step of FIG. In this case, as shown in FIG. 11, the acceleration section Sa and the deceleration section Sd are divided on the basis of the average value of the measurement target vehicle normal distribution function Ft as a central axis.

Next, by using the acceleration frequency value Pa and the deceleration frequency value Pd through the engine state level value analysis step S30f, the engine occupant level value EL3 that satisfies the following expression (3) is obtained .

In this case, the sign of the engine taming level value EL3 indicates whether the actual engine state of the measurement subject vehicle T is mainly operated in the direction of increasing the engine speed (when the engine taming level value EL3 is positive Or if the actual engine state of the to-be-measured vehicle T is mainly operated in the direction of reducing the engine speed (when the engine running level value EL3 is negative).

The magnitude of the engine starting level value EL3 indicates the degree to which the actual engine state of the measurement subject vehicle T is biased in the direction of increasing or decreasing the engine speed.

Finally, the analysis result display step S6 will be described.

The analysis result display step S6 is a step of displaying the engine state of the measurement target vehicle T analyzed through the engine state analysis step S5 as shown in FIG.

In this case, in the analysis result display step S6, the fluctuation state analysis step S10, the normal distribution state analysis step S20 or the normal distribution frequency difference analysis step S30, which constitute the engine state analysis step S5, The engine condition level value EL2, the engine condition level value EL2 and the engine companion level value EL3 are displayed as shown in FIG. 10 or 11, and the new vehicle normal distribution function Fn, It is preferable to display various pieces of information such as the failure normal distribution function Ff, the measurement target vehicle normal distribution function Ft, the occurrence frequency of each ignition timing Pt, and the selection frequency difference PS.

Hereinafter, an engine inspection analyzing apparatus 100 through an ignition timing of an ignition ignition engine vehicle according to an embodiment of the present invention will be described. 12, the engine inspection and analysis apparatus 100 includes a sensor input / output connection unit 110, a main control unit 120, a display unit 130, and an operation input unit 140 .

First, the sensor input / output connection unit 110 will be described. The sensor input / output connection unit 110 is connected to the OBD-2 connector (not shown) of the vehicle installed in each vehicle of the new vehicle control group N, the failure control group F, and the measurement subject vehicle T And a sensor signal output unit 20 including the sensor signal input unit 10 and the sensor signal output unit 20 to receive the respective engine ignition timing signals required for the sensor signal input step S1.

Next, the main control device 120 will be described. The main control unit 120 is connected to the sensor input / output connection unit 110 as shown in FIG. 12, and has a function of performing an engine inspection analysis method based on the ignition timing of the ignition ignition engine vehicle. The technology for configuring and programming the main control device 120 to have the function of performing the engine inspection analysis method through the ignition timing of the ignition ignition engine vehicle is not limited to the technology described in the technical field of the present invention And thus a detailed description thereof will be omitted.

Next, the display unit 130 will be described. As shown in FIG. 12, the display unit 130 is connected to the main control unit 120 and has a function of visually displaying an analysis result of an engine combustion state and a result thereof.

Next, the operation input unit 140 will be described. As shown in FIG. 12, the operation input unit 140 has a function of being connected to the main control device 120 and receiving a user's operation input. The operation input unit 140 may include any one or more of various input means such as a keyboard, a keypad, a mouse, and a tablet.

As shown in FIG. 12, the engine inspection and analysis apparatus 100 through the ignition timing of the ignition ignition engine vehicle of the present invention may include a wireless communication module 150 connected to the main control unit 120, And an external terminal 170 connected to the main control unit 120 by using any one or more of the ignition ignition engine 160, And the like. In this case, the external terminal 170 may include any one or more of various devices such as a PDA, a smart phone, a tablet PC, and a notebook computer.

Optimal embodiments have been disclosed in the drawings and specification. Although specific terms have been employed herein, they are used for purposes of illustration only and are not intended to limit the scope of the invention as defined in the claims or the claims. Therefore, those skilled in the art will appreciate that various modifications and equivalent embodiments are possible without departing from the scope of the present invention. Accordingly, the true scope of the present invention should be determined by the technical idea of the appended claims.

N: New vehicle control group F: Failure control group
T: Target vehicle
10: OBD-2 connector 20: Sensor signal output section
100: Engine inspection analyzer through ignition timing of ignition ignition engine vehicle
110: Sensor I / O connection
120: Main control device
121: main control unit 122:
123: nonvolatile memory 124: volatile memory
130: display section 140: operation input section
150: wireless communication module 160: internet network
170: External terminal

Claims (6)

A sensor signal input step (S1) receiving the engine ignition timing signals of the new vehicle control group (N), the failure control group (F), and the measurement subject vehicle (T);
A new-vehicle ignition timing measuring step (S2) of measuring distribution data of an engine ignition timing (Sn) of the new-vehicle control group (N) using the engine ignition timing signal;
(S3) of measuring distribution data of the engine ignition timing (Sf) of the failure control group (F) using the engine ignition timing signal;
A target vehicle ignition timing measurement step (S4) of measuring distribution data of an engine ignition timing (St) of the measurement target vehicle (T) to be analyzed by using the engine ignition timing signal;
The distribution of the engine ignition timing St of the measurement subject vehicle is calculated with respect to the distribution data of the engine ignition timing Sn of the new vehicle control N and the distribution data of the engine ignition timing Sf of the failure- An engine state analysis step (S5) of comparing and analyzing data to determine an engine state of the measurement subject vehicle (T);
An analysis result display step (S6) of displaying an engine state of the measurement subject vehicle (T) analyzed through the state analysis step (S5); Wherein the ignition timing of the ignition engine is determined based on the ignition timing of the ignition engine.
The method according to claim 1,
The engine condition analysis step (S5)
The maximum value Maxn and the minimum value Minn of the average value An of each cylinder after calculating the average value An of the distribution data of the cylinder-by-cylinder engine ignition timing Sn of the new vehicle control N, (S10a) of calculating a variation of the new vehicle control (Dn) by obtaining the difference and calculating a new vehicle control variation (Dn);
The average value of the distribution data of the engine ignition timing Sf for each cylinder of the failure control group F is obtained and then the maximum value and the minimum value of the respective average values of the cylinders are selected to obtain the difference, Df) is calculated (S10b);
The average value of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T is obtained and then the maximum value and the minimum value of the respective average values of the cylinders are selected to obtain the difference, Dt) of the target vehicle;
An engine state level value analysis unit that obtains an engine state level value EL1 satisfying the following expression (1) using the new vehicle control group variation width Dn, the failure difference control group variation width Df and the measurement subject vehicle variation width Dt Step SlOd; Wherein the ignition timing of the ignition ignition engine is determined based on an ignition timing of the ignition ignition engine.

[Equation 1]

In this case, K is a predetermined correction coefficient.

The method according to claim 1,
The engine condition analysis step (S5)
A new vehicle control normal distribution function derivation step of obtaining a new vehicle normal distribution function Fn after obtaining the minimum value, maximum value, standard deviation and average value of the distribution data of the engine ignition timing Sn for each cylinder of the new vehicle control N (S20a);
A minimum value, a maximum value, a standard deviation, and an average value of the distribution data of the engine ignition timing Sf for each cylinder of the failure control group F are obtained, and then a failure difference control normal distribution (Ff) A function deriving step S20b;
The minimum value, the maximum value, the standard deviation and the average value of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T are obtained and then the measurement target vehicle normal A distribution function deriving step S20c;
A new vehicle distribution correction function Fcn obtained by multiplying the new-vehicle normal distribution function Fn by a new-vehicle variance correction coefficient kn by an absolute value of the variance from the new-vehicle average value to convert the new-vehicle normal distribution function Fn into a new- A new vehicle distribution correction function deriving step (S20d) for obtaining a new vehicle distribution correction function;
(Kf) obtained by multiplying the absolute value of the variance from the value of the difference in the average value of the failures by the correction coefficient (kf) to convert the normalized normal distribution function (Ff) A failure distribution correction function deriving step (S20e) of obtaining a correction function (Fcf);
The target vehicle variance correction coefficient kt is multiplied by the measurement target vehicle variance correction coefficient kt by the absolute value of the variance from the mean value of the measured vehicle target to convert the measured target vehicle normal distribution function Ft to the measured target vehicle engine revolution variation total amount A measurement subject vehicle distribution correction function deriving step (S20f) of obtaining a measurement subject vehicle distribution correction function (Fct);
(Fcn), the failure distribution correcting function (Fcf) and the measurement subject vehicle distribution correcting function (Fct) with respect to each of the predetermined upper section (Sh) and lower section (Sl) An engine speed change total amount deriving step S20g for obtaining a new vehicle control engine revolution total change amount Dev_n, a fault difference control engine revolution change amount Dev_f and a measurement object vehicle deviation Dev_t;
The engine state level value EL2 satisfying the following expression (2) is calculated using the new vehicle control engine speed change total amount Dev_n, the failure difference control engine speed change amount Dev_f and the measurement subject vehicle deviation Dev_t An engine state level value analysis step (S20h) to be obtained; And a normal distribution state analysis step (S20). The ignition timing analysis method according to claim 1,

&Quot; (2) "

The method of claim 3,
The engine condition analysis step (S5)
The minimum value, the maximum value, the standard deviation and the average value of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T are obtained and then the measurement target vehicle normal A distribution function derivation step (S30a);
The difference between the occurrence frequency Pt of each ignition timing of the distribution data of the engine ignition timing St for each cylinder of the measurement subject vehicle T and the measurement target vehicle normal distribution function Ft for each ignition timing, A frequency difference difference calculation step S30b for each interval to calculate the frequency difference difference PD for each interval;
A distribution section of the measurement target vehicle normal distribution function Ft is divided into a predetermined upper section Sh, an intermediate section Sm and a lower section Sl, and the upper section Sh and the lower section Sl, (PD) value of the interval is selected to select the selection frequency difference (PS). In the middle interval (Sm), only the case in which the frequency difference difference value (PD) Frequency-difference discrimination step S30c for each interval to select the frequency difference PS;
A correction screening frequency difference PDc obtained by multiplying the screening frequency difference PS by the measurement subject vehicle variation correction coefficient kt according to the absolute value of the variance from the average value of the measurement target vehicle normal distribution function Ft, Frequency difference calculation step S30d;
(Sd) based on the mean value as the center of the distribution range of the measurement target vehicle normal distribution function (Ft), and then the correction selection frequency difference PDc in the acceleration section (Sa) (Pd) obtained by integrating or integrating the correction selection frequency difference (PDc) in the deceleration section (Sd) obtained by integration or section-by-section addition and the deceleration frequency value (Pd) A frequency value calculating step (S30e) to obtain the frequency value;
An engine state level value analyzing step (S30f) of obtaining an engine occupant level value (EL3) satisfying the following equation (3) using the acceleration frequency value (Pa) and the deceleration frequency value (Pd); And a step S30 of analyzing a normal distribution frequency difference constituted by the ignition timing of the ignition ignition engine.

&Quot; (3) "

An ignition timing analyzing apparatus for an ignition ignition engine vehicle that performs an engine test analysis method through an ignition timing of an ignition ignition engine vehicle according to any one of claims 1 to 4,

The vehicle control system is connected to a sensor signal output unit 20 including an OBD-2 connector 10 of a vehicle and detects the new vehicle control group N, the fault control group F, A sensor input / output connection unit 110 receiving an engine ignition timing signal of each of the engine ignition timing signals;
A main control unit 120 connected to the sensor input / output connection unit 110 to perform an engine inspection analysis method through an ignition timing of the ignition ignition engine vehicle according to any one of claims 1 to 4;
A display unit 130 connected to the main control unit 120 and visually displaying an engine combustion state inspection analysis result and a result thereof;
An operation input unit 140 connected to the main control unit 120 and receiving a user's operation input; (100) for igniting the ignition engine of an ignition engine of an ignition engine.

The method according to claim 5,
The main control unit 120 may be connected to the main control unit 120 by using one or more of the wireless communication module 150 or the Internet 160 connected to the main control unit 120, An external terminal device 170 capable of inquiring results of execution of the engine inspection analysis method; (100) for ignition timing of an ignition and ignition engine vehicle through an ignition timing.

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