CN101220778A - Air-fuel ratio control apparatus - Google Patents
Air-fuel ratio control apparatus Download PDFInfo
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- CN101220778A CN101220778A CNA2008100026364A CN200810002636A CN101220778A CN 101220778 A CN101220778 A CN 101220778A CN A2008100026364 A CNA2008100026364 A CN A2008100026364A CN 200810002636 A CN200810002636 A CN 200810002636A CN 101220778 A CN101220778 A CN 101220778A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
An air-fuel ratio control machine basically includes an exhaust system, a first sensor and a control machine, the exhaust system includes an exhaust channel, bypass channel and a valve construction, a main catalytic converter arranged in the exhaust channel, a bypass catalytic converter arranged in the bypass channel, the valve construction is arranged between a branch part of the bypass channel and a convergence part of the bypass channel which are in an upstream side of the main catalytic converter, therefore, an exhaust access is changed from the exhaust channel to the bypass channel by selectively opening and closing the exhaust channel. The first sensor is used for detecting an index of characteristic of an exhaust air-fuel ratio which is flowing in the exhaust channel in a point of a downstream side of the valve construction. The control machine is used for adjusting the temperature of the first sensor to a prescriptive temperature or a lower temperature in a prescriptive time interval which is at the beginning of changing a close state of the valve construction to an open state.
Description
The cross reference of related application
The application requires the preference of Japanese patent application No.2007-004552 that submitted on January 12nd, 2007 and the Japanese patent application No.2007-316748 that submitted on December 07th, 2007, and the complete content of Japanese patent application No.2007-004552 and No.2007-316748 is quoted and is incorporated into this.
Technical field
The present invention relates in general to a kind of air-fuel ratio control device that is used to control engine air-fuel ratio.More particularly, the present invention relates to a kind of air-fuel ratio control device that reduces the sensor element cracking of air-fuel ratio sensor.
Background technique
Most vehicle set have the emission control system that comprises the catalyst under the floor compartment.When the catalyst under the floor compartment be arranged on floor below exhaust passageway or with motor at a distance of a segment distance when being used to purify from exhaust that vehicle motor flows through, obtain sufficient purification run thereby need the time to activate.On the other hand, the problem that durability reduces because heat worsens can be caused near the position that the catalyst under the floor compartment is arranged on the motor in the exhaust passage.
Some vehicle set have the emission control system that comprises main (under the floor compartment) catalyst and bypass catalyst.An example of such emission control system is disclosed among the Japanese unexamined publication application No.5-321644.In this publication, the catalyst under the floor compartment is arranged on the downstream side of main passage of exhaust passage, and the bypass catalyst is arranged in the bypass channel on the upstream side of the catalyst under the floor compartment.The switching valve that is used for switching the blast air between main passage and the bypass channel is arranged on the upstream side of the catalyst under the floor compartment of main passage.Exhaust flows to bypass channel thus, and the catalyst under floor compartment is activated, and exhaust is purified by the bypass catalyst of previous activation then, can improve the exhaust gas purification efficient of vehicle thus.
In view of the foregoing, those skilled in the art need a kind of air-fuel ratio control device of improvement as can be known from the disclosure content.The present invention solves this demand and other demands, and those skilled in the art can clearly learn from present disclosure.
Summary of the invention
In the air-fuel ratio control device that Japanese unexamined publication application No.5-321644 describes, have been found that, when switching valve was in closed condition, a part of exhaust of motor (hereinafter referred to as " delay gas ") still was present in the upstream of switching valve in the main passage.Be detained gas by heat radiations such as switching valves, so its temperature is lower than firm exhaust from engine emission.Significantly, when being detained gas when adopting this mode to cool off, be detained gas with condensation and be attached on the switching valve by switching valve.Can produce following problems, when switching valve is opened, moisture flow further downstream and when being attached on the air-fuel ratio sensor that is arranged at the downstream, main passage, air-fuel ratio sensor can be cooled off fast by moisture, and produces slight crack in the sensor element of air-fuel ratio sensor.
In view of the foregoing, an object of the present invention is to provide a kind of air-fuel ratio control device that reduces the sensor element cracking of air-fuel ratio sensor.
Above-mentioned purpose realizes by a kind of air-fuel ratio control device of vent systems, first sensor and controller that comprises substantially is set basically.Vent systems comprises exhaust passage, bypass channel and valve system, main catalytic converter is arranged in the described exhaust passage, the bypass catalyst is arranged in the described bypass channel, the fluidic junction that described valve system is arranged on the component of described bypass channel of upstream side of described main catalytic converter and described bypass channel switches to described bypass channel with exhaust passageway from described exhaust passage thereby optionally open and close described exhaust passage between dividing.Described first sensor is in order to detect the characteristic index of the air fuel ratio of the exhaust of flowing in described exhaust passage at some place in the downstream side of described valve system.Described controller is in order to during the specific time interval when described valve system switches to open mode by closed condition, and the component temperature of described first sensor is adjusted to set point of temperature or lower.
Those skilled in the art will be well understood to these and other purposes of the present invention, feature, aspect and advantage by following detailed description, and following detailed description discloses the preferred embodiments of the present invention in conjunction with the accompanying drawings.
Description of drawings
Referring now to forming the originally accompanying drawing of initial disclosed partial content:
Fig. 1 is the reduced graph of air-fuel ratio control device that is used to control engine air-fuel ratio according to first embodiment;
Fig. 2 A is the reduced graph of air-fuel ratio control device shown in Figure 1, and the blast air of discharging from engine chamber when switching valve cuts out is shown;
Fig. 2 B is the reduced graph of the air-fuel ratio control device shown in Fig. 1 and 2 A, but the blast air of discharging from engine chamber when switching valve is opened is shown;
Fig. 3 is the schematic representation that the relation between the resistance value of the temperature of sensor element of air-fuel ratio sensor and sensor element is shown;
Fig. 4 be when being illustrated in engine start moisture by the schematic representation of the relation between time and the water temperature;
Fig. 5 is the flow chart that illustrates by the program step of carrying out according to first embodiment's air-fuel ratio control device;
Fig. 6 is the flow chart that the program step of being carried out by air-fuel ratio control device when execution is judged according to first embodiment's control mode is shown; And
Fig. 7 (A)-(E) is the time diagram of operation that first embodiment's air-fuel ratio control device is shown;
Fig. 8 is the flow chart that the program step of being carried out by air-fuel ratio control device when execution is judged according to second embodiment's control mode is shown; And
Fig. 9 (A)-(E) is the time diagram of operation that second embodiment's air-fuel ratio control device is shown.
Embodiment
Selected embodiment of the present invention is described below with reference to accompanying drawings.Those skilled in the art from the disclosure content as can be known, the following explanation of embodiments of the invention is not in order to limit scope of the present invention just schematically.
At first with reference to Fig. 1, air-fuel ratio control device 100 is the reduced graphs that illustrate according to first embodiment's air-fuel ratio control device 100.Air-fuel ratio control device 100 consists essentially of motor 1, gas handling system 20, vent systems 30 and controller 40.The air fuel ratio of air-fuel ratio control device 100 control motors 1.
A plurality of pistons (only illustrating) by being arranged in slidably in the cylinder block burn fuel in firing chamber 11.Thereby Fuelinjection nozzle 14 is arranged on the suction port 12 that protrudes into each cylinder in the cylinder head 10.Fuelinjection nozzle 14 sprays into suction port 12 according to the vehicle operating state of vehicle with fuel.Form air-fuel mixture by fuel that sprays into suction port 12 and the air inlet that sucks suction port 12 from the outside.
Airometer 25 is arranged on throttle chamber's 22 upsides in the gas-entered passageway 21.Airometer 25 detects the air inlet rate of the fresh air (air inlet) that sucks from the outside.Gas collecting box 23 is arranged on throttle valve 24 downstream sides of gas-entered passageway 21.Gas collecting box 23 is deposited from the upstream air flowing temporarily.
The diameter of bypass channel 31 is less than main fluid-expelling pathway 32.Bypass channel 31 has at component 33 places the upstream extremity told from main fluid-expelling pathway 32 and in the downstream that part 34 and main fluid-expelling pathway 32 converge of converging in the downstream of component.Bypass channel 31 is provided with bypass catalyst 35 and air-fuel ratio sensor 36 (hereinafter referred to as " second air-fuel ratio sensor ").Bypass catalyst 35 is arranged on the upstream side of bypass channel 31, adjacent engine 1, thus realize early activating.Bypass catalyst 35 is the catalysts with splendid low temperature active.
Main fluid-expelling pathway 32 comprises switching valve 37, main catalytic converter 38 and air-fuel ratio sensor 39 (hereinafter referred to as " first air-fuel ratio sensor ").The capacity of bypass catalyst 35 is less than main catalytic converter 38 (hereinafter referred to as " catalyst under the floor compartment ").Catalyst 38 under the floor compartment is arranged on the downstream of converging part 34.
Second air-fuel ratio sensor 36 is positioned at the upstream more in bypass channel 31 and than bypass catalyst 35.Second air-fuel ratio sensor 36 detects the oxygen concentration of the exhaust that flows into bypass channel 31, and can obtain and the proportional output of oxygen concentration.The sensor element of second air-fuel ratio sensor 36 heats up by heater 51.
On the other hand, therefore the diameter of main fluid-expelling pathway 32 hinders the channel resistance of exhaust air flow less than bypass channel 31 greater than bypass channel 31.Switching valve 37 is arranged on the component 33 of main fluid-expelling pathway 32 and converges between the part 34.Switching valve 37 opens and closes main fluid-expelling pathway 32 according to the vehicle operating state of vehicle.Therefore, switching valve 37 switches the exhaust passage that is used to transmit from the exhaust of motor 1 discharge.
First air-fuel ratio sensor 39 is arranged on the upstream side of the catalyst 38 under the floor compartment in the main fluid-expelling pathway 32.Adopt first air-fuel ratio sensor 39, flow through oxygen concentration in the exhaust of main fluid-expelling pathway 32 can adopt be arranged on bypass channel 31 in the identical mode of second air-fuel ratio sensor 36 detect.The sensor element of first air-fuel ratio sensor 39 heats up by heater 50.
With airometer 25, first and second air- fuel ratio sensors 36 and 39 and the output that detects other sensors of vehicle serviceability input to controller 40.Controller 40 adopts following manner to open and close switching valve 37 according to the catalyst temperature of the catalyst under the floor compartment 38.Therefore, controller 40 will transmit from the passage of the exhaust of motor 1 discharging and switch to bypass channel 31 or main fluid-expelling pathway 32.Controller 40 is according to the voltage that applies of the resistance value control heater 50 of the sensor element of second air-fuel ratio sensor 36 and first air-fuel ratio sensor 39, and with the temperature increase of sensor element to set point of temperature.Controller 40 is adjusted the position of throttle valve 24 and the fuel injection rate of Fuelinjection nozzle 14 according to the output value of air- fuel ratio sensor 36 and 39, and the air fuel ratio of control motor 1.
Fig. 2 A and 2B are the schematic representation that illustrates from the blast air of motor 1 discharge.Fig. 2 A illustrates the blast air when switching valve 37 is in closed condition.Fig. 2 B illustrates the blast air when switching valve 37 is in open mode.Blast air is illustrated by the arrow in the schematic representation, and the flow rate of exhaust illustrates by the thickness of line.
After motor 1 has started and at engine temperature and the lower other times of delivery temperature, close switching valve 37 and blocking-up main fluid-expelling pathway 32 immediately, shown in Fig. 2 A.Reason for this reason, all exhausts of discharging from motor 1 are flow through component 33 by bypass channel 31 and are purified by bypass catalyst 35.The position adjacent engine 1 that bypass catalyst 35 is provided with is therefore by quick active and can be at stage purifying exhaust gas early.The blast air that is purified by bypass catalyst 35 is to the downstream side of bypass channel 31, and flows into main fluid-expelling pathway 32 from converging part 34, and is released into outside air after by the catalyst under the floor compartment 38.
Adopt this mode, when starting and motor low temperature and exhaust low temperature, switching valve 37 is in closed condition makes blast air cross bypass channel 31.In this case, be arranged on the oxygen concentration that second air-fuel ratio sensor 36 in the bypass channel 31 detects the exhaust of flowing through bypass channel 31.Controller 40 is adjusted the position of throttle valve 24 and fuel injection rate according to the checkout value of second air-fuel ratio sensor 36 and then according to the engine operation state control air fuel ratio of motor 1.
On the other hand, when the catalyst under the floor compartment 38 by motor 1 exhaust-gas temperature rising and when throttle pressure port increases moment of torsion and exhaust flow rate increase when activating or under in response to the driver, switching valve 37 is opened in the mode shown in Fig. 2 B so.Controller 40 is adjusted the position of throttle valve 24 and fuel injection rate according to the checkout value of first air-fuel ratio sensor 39 and then according to the engine operation state control air fuel ratio of motor 1.
When opening switching valve 37, the major part of the exhaust of discharging from motor 1 flows through main fluid-expelling pathway 32.Part exhaust also flows into bypass channel 31.But, because the cross sectional area of bypass channel 31 is less than main fluid-expelling pathway 32, so the exhaust flow rate by bypass channel 31 is less than main fluid-expelling pathway 32.Reason for this reason, the heat of the bypass catalyst 35 that produces during by bypass catalyst 35 when high-temperature exhaust air worsens and is reduced.The exhaust of having flow through main fluid-expelling pathway 32 and bypass channel 31 purifies and is released into outside air by the catalyst under the floor compartment 38.
Adopt this mode, when switching valve 37 was opened, the exhaust flow rate of exhaust that flows through main fluid-expelling pathway 32 was greater than the exhaust of flowing through bypass channel 31.Therefore, when opening switching valve 37, switch to first air-fuel ratio sensor 39 that is arranged in the main fluid-expelling pathway 32, can accurately measure the oxygen concentration of exhaust by second air-fuel ratio sensor 36 from be arranged on bypass channel 31.Can make adjustment according to the checkout value of first air-fuel ratio sensor 39, make the position of throttle valve 24 and fuel injection rate corresponding to the engine operation state of motor 1, and according to the engine operation state control air fuel ratio of motor 1.
When switching valve 37 was in closed condition, a part of exhaust of motor 1 still was present in the position of contiguous switching valve 37 in the main fluid-expelling pathway 32.Residual gas (delay gas) between demurrage by main fluid-expelling pathway 32 and switching valve 37 release heat.Therefore, the temperature of this residual gas (delay gas) is lower than the exhaust that has just given off from motor 1.When being detained gas by switching valve 37 and miscellaneous part cooling, be detained in the gas condensate moisture and attached on switching valve 37 and the miscellaneous part.When switching valve 37 was opened, moisture was rushed at the downstream.When attachment of moisture had been warming up on first air-fuel ratio sensor 39 of activationary temperature, first air-fuel ratio sensor 39 cooled off fast.May there be following problems, promptly when first air-fuel ratio sensor 39 is cooled off by this way fast, the sensor element of first air-fuel ratio sensor 39 cracking and can't accurately detect oxygen concentration in the exhaust.In light of this situation, first air-fuel ratio sensor 39 moisture that preferably is arranged on above-mentioned condensed moisture and other types not too is easy to the position adhered to.
In light of this situation, in first embodiment, when switching valve 37 cuts out, the voltage that is applied to heater 50 is restricted, the sensor element of first air-fuel ratio sensor 39 is preheated to and is lower than set point of temperature (for example, 100 ℃) activationary temperature and that sensor element first air-fuel ratio sensor 39 can not ftracture.Switching valve 37 is opened, and the voltage that is applied to heater 50 increases then, and the sensor element of first air-fuel ratio sensor 39 is warming up to activationary temperature.
In the preferred embodiment, the sensor element of first air-fuel ratio sensor 39 is preheated to the set point of temperature that can not ftracture by heater 50.In another embodiment, (before switching valve 37 is opened) do not having temperature to be set under the situation of pre-hot heater and is being lower than set point of temperature fully when switching valve 37 cuts out, after switching valve 37 has been opened through after the scheduled time length by heater 50 beginning preheatings.In this case, also obviously can avoid the cracking of the sensor element of first air-fuel ratio sensor 39.
Except foregoing, be preheated under the situation of the set point of temperature that can not produce the sensor cracking by the sensor element of heater 50 with first air-fuel ratio sensor 39 before switching valve 37 is opened, the temperature of element can not increase to the temperature that first air-fuel ratio sensor 39 will ftracture before switching valve 37 is opened.Cracking appears in the sensor element that therefore can prevent first air-fuel ratio sensor 39, and because the sensor element of first air-fuel ratio sensor 39 is heated to the set point of temperature that can not produce cracking, so the temperature of the sensor element of air-fuel ratio sensor and the temperature difference between the sensor activation temperature can be reduced after switching valve had been opened, and can reach the sensor activation temperature after switching valve is opened more apace.
In first embodiment, the voltage that is applied to heater 50 by control promotes the temperature of the sensor element of first air-fuel ratio sensor 39.Specifically, the voltage that is applied to heater 50 by increase increases the temperature of heater, and heats the sensor element of first air-fuel ratio sensor 39.Temperature according to the resistance value setting sensor element of the sensor element of first air-fuel ratio sensor 39.
Fig. 3 is the schematic representation that the characteristic relation between the resistance value of sensor element of the sensor element temperature of first air-fuel ratio sensor 39 and first air-fuel ratio sensor 39 is shown.Horizontal axis illustrates the resistance value of the sensor element of first air-fuel ratio sensor 39, and vertical shaft illustrates the temperature of the sensor element of first air-fuel ratio sensor 39.The resistance value of the sensor element of first air-fuel ratio sensor 39 reduces along with the increase of sensor element temperature, as shown in Figure 3.
In light of this situation, the voltage that is applied to heater 50 adjusted make that the resistance value of the sensor element of first air-fuel ratio sensor 39 is R1 when switching valve 37 cuts out, and the sensor element of first air-fuel ratio sensor 39 is set at the temperature T 1 (setting about 50 ℃ to 150 ℃ set point of temperature according to sensor) that the sensor element of first air-fuel ratio sensor 39 can not ftracture when the adhesive water.
Next, open switching valve 37, moisture flow further downstream and by first air-fuel ratio sensor 39, the resistance value that the voltage that is applied to heater 50 (first heat riser) increases the sensor element that makes the air-fuel ratio sensor 39 of winning then becomes R2, and thereby the adjustment temperature reaches the sensor element temperature T 2 (different according to sensor, as to be for example about 200 ℃ temperature still) that first air-fuel ratio sensor 39 is activated.
Because the temperature increase of first air-fuel ratio sensor 39 is to being enough to that the sensor element of the air-fuel ratio sensor 39 of winning can not ftractureed, so can keep the sensor element of first air-fuel ratio sensor 30 not produce cracking.
Here, when motor 1 starting is shown the figure list deciding moisture of moisture by the preset relation between time and the water temperature whether by first air-fuel ratio sensor 39.
Fig. 4 is the schematic representation of the relation between water temperature when moisture is shown by time and motor 1 starting.Horizontal axis illustrates the coolant temperature when motor 1 starting.Vertical shaft illustrates the time of moisture by first air-fuel ratio sensor 39.Along with the increase of when starting water temperature, will get by time set shorter, as shown in Figure 4.In other words, when the colder or water temperature of motor 1 was low when engine start, the temperature of switching valve 37 was lower and be detained gas and be cooled easily.Therefore, the amount attached to the moisture on the switching valve 37 increases.Reason for this reason, under the situation that water temperature is lower when starting, must be longer by time set when switching valve 37 is opened with moisture.
On the contrary, when water temperature is higher when engine start, be detained gas only moderately by switching valve 37 coolings, therefore attachment of moisture still less is on switching valve 37.Therefore, the low time of water temperature in the time of the time set of moisture by first air-fuel ratio sensor 39 must being shorter than starting.
Here, the control details of first embodiment's who is carried out by controller 40 air-fuel ratio control device 100 describes with reference to Fig. 5.
Fig. 5 is the flow chart of control program that first embodiment's air-fuel ratio control device 100 is shown.This begins when being controlled at motor 1 starting and with fixing cycle execution, for example, 10 millisecond periods are up to using the 39 starting air fuel ratio controls of first air-fuel ratio sensor.
At step S1, controller 40 judges whether switching valve 37 has opened main fluid-expelling pathway 32.Here, be at switching valve 37 under the situation of closed condition, program advances to step S2, is at switching valve 37 that program advances to step S7. under the situation of open mode
At step S2, controller 40 applies voltage to the heater 50 and 51 that the sensor element that makes air- fuel ratio sensor 36 and 39 heats up.With the temperature increase of the sensor element of second air-fuel ratio sensor 36 to activationary temperature.When switching valve 37 is opened and attachment of moisture on first air-fuel ratio sensor 39 time, restriction is applied to the voltage of heater 50, and the temperature of the sensor element of first air-fuel ratio sensor 39 is increased to the temperature (for example, 100 ℃) that sensor element can not ftracture.
At step S3, controller 40 judges whether second air-fuel ratio sensor 36 is in active state.Making activation according to the sensor element temperature of air-fuel ratio sensor 36 judges.When controller 40 judged that second air-fuel ratio sensor 36 has been in active state, program advanced to step S4.When judging that second air-fuel ratio sensor 36 is in unactivated state, present procedure finishes.
At step S4, controller 40 is according to the air fuel ratio of the checkout value control motor 1 of second air-fuel ratio sensor 36.Step S4 constitutes the second air fuel ratio control section.Specifically, when switching valve 37 cut out, the blast air of firing chamber 11 was crossed bypass channel 31.Therefore,, be arranged on the oxygen concentration that second air-fuel ratio sensor 36 in the bypass channel 31 detects the exhaust of flowing through bypass channel 31, and make oxygen concentration reach air fuel ratio corresponding to motor 1 serviceability according to this checkout value at step S4.
At step S5, controller 40 judges according to the catalyst temperature that is detected by catalyst-temperature pickup 38a whether the catalyzer 38 under the floor compartment is activated.
The exhaust of having flow through bypass channel 31 is purified by bypass catalyst 35 and enters main fluid-expelling pathway 32 converging part 34 places.The exhaust that has flowed into the main passage is by the catalyzer under the floor compartment that is arranged on main fluid-expelling pathway 32 downstreams 38, and therefore the catalyzer under the floor compartment 38 little by little is promoted to the catalyzer activationary temperature.Here, when the catalyzer under the floor compartment 38 had reached activationary temperature, program advanced to step S6, finished present procedure when the catalyzer under the floor compartment 38 does not also reach activationary temperature.When the catalyzer under the floor compartment 38 is activated, at step S6 controller 40 switching valve 37 is opened from closed condition, and switched the passage that exhaust is flow through.
At step S7, controller 40 judges that whether control mode is in the second air-fuel ratio sensor control mode by the air fuel ratio of second air-fuel ratio sensor, 36 control motors 1, perhaps is in the first air-fuel ratio sensor control mode by the air fuel ratio of first air-fuel ratio sensor, 39 control motors 1.
At step S8, controller 40 judges whether control mode is in the first air-fuel ratio sensor control mode.Here, when control mode was in the second air-fuel ratio sensor control mode, program advanced to step S10.At step S10, controller 40 is according to the air fuel ratio of the checkout value control motor 1 of second air-fuel ratio sensor 36, EOP end of program then.On the other hand, when control mode was in the first air-fuel ratio sensor control mode, program advanced to step S9.
At step S9, controller 40 is adjusted the position and the fuel injection rate of throttle valve according to the checkout value of first air-fuel ratio sensor 39, and according to the serviceability control air fuel ratio of motor 1.Step S9 constitutes the first air fuel ratio control section.Then, program advances to step S11.
When the air fuel ratio control of motor 1 had been started by first air-fuel ratio sensor 39, the heater 51 of second air-fuel ratio sensor 36 was closed at step S11, then EOP end of program.
Next, with reference to Fig. 6 the control mode judgement is described.Fig. 6 is the flow chart that the control program of the control mode judgement among the step S7 is shown.Step S7 constitutes the control mode switching part.
At first, at step S71, rushed at the downstream attached to the moisture on the switching valve 37 when switching valve 37 is opened when switching valve 37 cuts out, controller 40 judges that whether moisture is by first air-fuel ratio sensor 39 then.Opened moment t afterwards according to switching valve 37
aWhether surpassed the time of passing through t as stated reference
bMake this judgement.That obtain according to experiment or obtain in advance " by time/water temperature during starting " set with reference to by time t
b, as shown in Figure 4.(for example, have 2, water temperature is that the time is about 0.3 to 0.5 second under 10 ℃ the situation during engine start of 000cc air displacement) works as t
a〉=t
bThe time, judge moisture by first air-fuel ratio sensor 39, program advances to step S72 then.Work as t
a＜t
bThe time, judge that moisture still is present in the upstream of first air-fuel ratio sensor 39, program advances to step S75 then.Therefore, stated reference (stipulated time) changes along with the variation of current water temperature.
As t in step S72
a〉=t
bThe time, controller 40 is removed the restriction on the voltage that is applied to the heater 50 that the sensor element that makes first air-fuel ratio sensor 39 heats up.Specifically, the voltage that is applied to heater 50 increases, and with the temperature increase of first air-fuel ratio sensor 39 to activationary temperature.
At step S73, controller 40 judges whether first air-fuel ratio sensor 39 is in active state.Part is judged in the activity of step S73 formation.Judge the activity of first air-fuel ratio sensor 39 according to the temperature of sensor element.When first air-fuel ratio sensor 39 was in active state, program advanced to step S73.When first air-fuel ratio sensor 39 was in active state, program advanced to step S74, and when first air-fuel ratio sensor 39 is in inactive state, advanced to step S75.
At step S74, controller 40 is set the second air fuel ratio control mode of the air fuel ratio that is used to control motor 1 according to the checkout value of first air-fuel ratio sensor 39.
At step S75, controller 40 is set the first air fuel ratio control mode of the air fuel ratio of control motor 1 according to the checkout value of second air-fuel ratio sensor 36.
After judging control mode as mentioned above in step S71 to S75, program advances to step S8 shown in Figure 5.
Fig. 7 is the time diagram of operation that first embodiment's air-fuel ratio control device 100 is shown.
After motor 1 has started, at moment t
1Voltage is applied to the heater 51 and 50 that promotes air- fuel ratio sensor 36 and 39 temperature (referring to the part (D) of Fig. 7 and (E)).With the temperature increase of the sensor element of second air-fuel ratio sensor 36 to activationary temperature.When adhesive water, restriction is applied to the voltage (part of Fig. 7 (E)) of heater and the temperature that the temperature increase of the sensor element of first air-fuel ratio sensor 39 can not be ftractureed to sensor element.The temperature of the catalyzer 38 under the floor compartment in being contained in main fluid-expelling pathway 32 is increased to activationary temperature T
0When (part of Fig. 7 (A)), at moment t
2Switching valve 37 is opened (part of Fig. 7 (B)) and is switched the exhaust passage.
When switching valve 37 is opened, flow to first air-fuel ratio sensor 39 in the downstream that is arranged on main fluid-expelling pathway 32 attached to the moisture on the switching valve 37.Here, be applied to the voltage of heater 50 of temperature of the sensor element that promotes first air-fuel ratio sensor 39 at moment t
3Increase (at this moment t
3, open from switching valve 37, by time t
bPass through), and with the temperature increase of the sensor element of first air-fuel ratio sensor 39 to activationary temperature (part of Fig. 7 (E)).Adopt this mode, after switching valve 37 has been opened, can suppress the element cracking of first air-fuel ratio sensor 39 by waiting for temperature that moisture arrived and promoted first air-fuel ratio sensor 39.
After confirming that first air-fuel ratio sensor 39 has arrived activationary temperature, at moment t
4Stop voltage being applied to the heater 71 (part of Fig. 7 (D)) of second air-fuel ratio sensor 36, switch to first air-fuel ratio sensor 39 from second air-fuel ratio sensor 36, and control the air fuel ratio of motor 1 according to the checkout value of first air-fuel ratio sensor 39.
According to foregoing, first embodiment's air-fuel ratio control device 100 can obtain following effect.
When the control mode judged according to first embodiment, whether to judge since switching valve 37 has been opened after the time of passing through t through stipulating at step S71
b, and at the moisture that is detained in first air-fuel ratio sensor, 39 upstreams by after first air-fuel ratio sensor 39, the sensor element of first air-fuel ratio sensor 39 is heated to activationary temperature.Therefore, can reduce the cracking of the sensor element of the quick cooling that the moisture of first air-fuel ratio sensor 39 causes and first air-fuel ratio sensor 39.
After switching valve 37 was opened, the temperature increase that the temperature of first air-fuel ratio sensor 39 can not ftracture from sensor element was to activationary temperature.Therefore, the stage enters active state to first air-fuel ratio sensor 39 in early days.
Step S73 in that control mode is judged judges whether first air-fuel ratio sensor 39 is in active state, and when first air-fuel ratio sensor 39 is in active state, switches to first air-fuel ratio sensor 39 from second air-fuel ratio sensor 36.Therefore, can accurately control the air fuel ratio of motor 1 according to the checkout value of first air-fuel ratio sensor 39 that is in active state.
Second embodiment
Second embodiment of air-fuel ratio control devices 100 is described with reference to Fig. 8 and 9 below.Second embodiment's basic comprising is identical with first embodiment's formation, but the formation difference that the control mode of controller 40 is judged.Specifically, be provided with the emergency protection function, make when vehicle is in the predetermined operation state, force to switch air-fuel ratio sensor.Therefore, following explanation will mainly concentrate on the difference with first embodiment.
Fig. 8 is a flow chart of judging the control program of control mode in a second embodiment.The control of step S72 to S75 is identical with first embodiment, for convenience's sake, it is illustrated in this omission.
Fig. 8 is the flow chart that the control program of control mode judgement in a second embodiment is shown.The control program of step S72 to S75 is identical with first embodiment, therefore, for the sake of brevity, no longer repeats these steps are described.
At step S76 and S77, controller 40 judges that the temperature of first air-fuel ratio sensor 39 raises.
At first, at step S76, controller 40 calculates switching valve 37 and has opened the moisture content W that is detained in first air-fuel ratio sensor, 39 upstreams afterwards
1The moisture content W that produces when using formula (1) to close according to switching valve 37
2Moisture evaporated content W when opening with switching valve 37
3Calculate.
Here, owing to evaporated by the high-temperature exhaust air of discharging from motor 1 attached to some moisture on the switching valve 37, so moisture content W
1Along with gradually changing by the time, and some are dashed to the downstream.
W
1＝W
2-W
3 (1)
Wherein: W
1: the moisture content of being detained in first air-fuel ratio sensor, 39 upstreams;
W
2: the moisture content that when switching valve 37 cuts out, produces; And
W
3: moisture evaporated content when switching valve 37 is opened.
The moisture content W that when switching valve 37 cuts out, produces
2By calculating by the temperature that is arranged on the switching valve 37 that detected ambient humidity of humidity transducer in gas-entered passageway 21 upstreams and the water temperature during from motor 1 starting and engine load and rotating speed calculate.The transpiring moisture content W that produces when switching valve 37 is opened
3Flowing through the flow rate of exhaust of main fluid-expelling pathway 32 and the heat that exhaust is sent to moisture when opening according to switching valve 37 calculates.
At step S76, controller 40 is judged moisture content W
1Whether be in or be lower than specified value W
0, this specified value is established according to the vehicle operating state.Specifically, judge whether moisture that the upstream of first air-fuel ratio sensor 39 is detained has been decreased to the degree that the sensor element of first air-fuel ratio sensor 39 can not cool off fast.
Work as W
1≤ W
0The time, judge moisture content W
1Reduce fully, program advances to step S72 then, and increase the voltage be applied to heater 50 with the temperature increase of the sensor element of first air-fuel ratio sensor 39 to activationary temperature.After this program is basically the same as those in the first embodiment.On the contrary, work as W
1＞W
0The time, judge that moisture content does not also reduce fully, if this situation does not change, when when second air-fuel ratio sensor 36 switches to first air-fuel ratio sensor 39, the element of first air-fuel ratio sensor 39 will ftracture so.Then, program advances to step S75 and control mode is set at the second air-fuel ratio sensor control mode.
Fig. 9 is the time diagram of operation that second embodiment's air-fuel ratio control device 1 00 is shown.
After motor 1 has started, at moment t
1Voltage is applied to the heater that promotes air- fuel ratio sensor 36 and 39 temperature (referring to the part (D) of Fig. 9 and (E)).With the temperature increase of the sensor element of second air-fuel ratio sensor 36 to activationary temperature.When adhesive water, restriction is applied to the voltage (part of Fig. 9 (E)) of heater and the temperature that the temperature increase of the sensor element of first air-fuel ratio sensor 39 can not be ftractureed to sensor element.The temperature of the catalyzer 38 under the floor compartment in being contained in main fluid-expelling pathway 32 is increased to activationary temperature T
0When (part of Fig. 9 (A)), switching valve 37 is at moment t
2Open (part of Fig. 9 (B)).
When switching valve 37 is opened, flow to first air-fuel ratio sensor 39 that is arranged on main fluid-expelling pathway 32 downstreams attached to the moisture on the switching valve 37.Here, in second embodiment, calculate the moisture content W that is detained in first air-fuel ratio sensor, 39 upstreams
1At moisture content W
1Less than specified value W
0(part of Fig. 9 (C)) afterwards, at moment t
3With the temperature increase of the sensor element of first air-fuel ratio sensor 39 to activationary temperature.Can reduce the cracking of the element of first air-fuel ratio sensor 39 thus.
After confirming that first air-fuel ratio sensor 39 has arrived activationary temperature, at moment t
4Stop voltage being applied to the heater 51 (part of Fig. 9 (D)) of second air-fuel ratio sensor 36, switch to first air-fuel ratio sensor 39 from second air-fuel ratio sensor 36, and control the air fuel ratio of motor 1 according to the checkout value of first air-fuel ratio sensor 39.
According to foregoing, second embodiment's air-fuel ratio control device 100 can obtain following effect.
When the control mode judged according to second embodiment, when switching valve 37 opened and after the moisture content W that is detained in first air-fuel ratio sensor, 39 upstreams
1Become less than specified value W
0The time, adjust and to be applied to 39 voltage and to make the air-fuel ratio sensor 39 of winning reach activationary temperature.Adopt this mode, at the moisture content W that is trapped in first air-fuel ratio sensor, 39 upstreams
1After fully having reduced, promote the temperature of the sensor element of first air-fuel ratio sensor 39, and therefore can reduce the cracking of the sensor element of first air-fuel ratio sensor 39 more reliably.
In first embodiment and second embodiment, air- fuel ratio sensor 36 and 39 can be replaced by oxygen sensor, makes to detect oxygen concentration in the exhaust by oxygen sensor, rather than is detected by air-fuel ratio sensor 36 and 39.Therefore, can control the air fuel ratio of motor 1 according to the checkout value of oxygen sensor.
Equally, after switching valve 37 has been opened, voltage is applied to heater 50, rather than when switching valve 37 cuts out, voltage is applied to heater, thus with the temperature increase of the sensor element of first air-fuel ratio sensor 39 to activationary temperature.
The general explanation of term
When understanding scope of the present invention, term " comprises " and its derivative, as used herein, be intended to the open term of the existence of described as an illustration feature, element, parts, group, integer and/or step, but do not get rid of the existence of other undeclared features, element, parts, group, integer and/or step.Foregoing also is suitable for having the word of similar meaning, such as term " comprise ", " having " and its derivative.The double meaning that when odd number uses term " parts ", " section ", " part ", " constituent element " or " element ", can have equally, single part or a plurality of parts.Used hereinly be used to describe by parts, partly, the term " detection " of the operation of execution such as device or function comprise the parts that do not need physical detection, partly, device etc., and comprise judgement, measurement, molding, prediction or the calculating etc. of executable operations or function.The term of the parts of tracing device used herein, section or part " in order to " comprise structure and/or be programmed for hardware and/or the software of carrying out required function.
Though have only selected embodiment to be used to illustrate the present invention, those skilled in the art can carry out various changes and modifications here from disclosed content as can be known under the situation that does not break away from invention scope.For example, can be as required and/or require to change size, shape, position or the direction of various parts.The parts that directly interconnect as shown in the figure or contact can have the intermediate structure that is arranged on therebetween.The function of an element can be by two execution, and vice versa.An embodiment's 26S Proteasome Structure and Function can adopt in other embodiments.All advantages are also unnecessary to be appeared in the specific embodiment simultaneously.Each feature that is different from prior art combines separately or with other features, also should think to comprise structure and/or the concept of function realized by this (respectively) feature by the claimant makes the independent of other inventions illustrated.Therefore, above stated specification only is the purpose that illustrates according to an embodiment of the invention, the scope that is not meant to limit the present invention.
Claims (20)
1. air-fuel ratio control device comprises:
The vent systems that comprises exhaust passage, bypass channel and valve system, main catalytic converter is arranged in the described exhaust passage, the bypass catalyst is arranged in the described bypass channel, between the fluidic junction that described valve system is arranged on the component of described bypass channel of described main catalytic converter upstream side and described bypass channel is divided, thereby switch to described bypass channel from described exhaust passage optionally to open and close the path that described exhaust passage will be used for exhaust;
First sensor, described first sensor is in order to detect the air fuel ratio characteristic of exhaust position, described valve system downstream side, that flow in described exhaust passage; And
Controller, described controller be in order to during the specific time interval when described valve system switches to open mode by closed condition, the component temperature of described first sensor is adjusted to set point of temperature or below the set point of temperature.
2. air-fuel ratio control device according to claim 1, wherein
Described controller is also with so that described set point of temperature is the temperature that is lower than the active temperature of described first sensor, and is that the first air fuel ratio element is prevented the temperature upper limit that ftractures.
3. air-fuel ratio control device according to claim 2 wherein, also comprises
With so that first heating equipment that described first sensor heats up, described controller comprises preliminary heating section, in order to be at described valve system soon when described closed condition switches to the closed condition of described open mode, control described first heating equipment so that described first sensor is preheated to described set point of temperature.
4. air-fuel ratio control device according to claim 1 wherein, also comprises
Second sensor in order to detection air-fuel ratio characteristic of mobile exhaust in described bypass channel; Described controller comprises the first air-fuel ratio control section and the second air-fuel ratio control section; The described first air-fuel ratio control section in order to when described valve system is in described open mode according to the output control engine air-fuel ratio of described first sensor; The described second air-fuel ratio control section is in order to control described engine air-fuel ratio according to the output of described second sensor when described valve system is in described closed condition
Described controller in order to described specific time interval when described valve system switches to described open mode by described closed condition in the past after, increase supply to the heat of described first sensor and carry out switching to the control of the described first air fuel ratio control section from the described second air fuel ratio control section.
5. air-fuel ratio control device according to claim 1, wherein
Described controller comprises the active part of judging, described active judgement part is in order to after described valve system switches to described open mode by described closed condition and after described specific time interval is over and done with, judge the activated state of described first sensor, and
Described controller also in order to: after over and done with described specific time interval when described valve system switches to described open mode by described closed condition, increase supply to the heat of described first sensor, and when described active judgement part judges that described first sensor is in activated state, carry out switching to the control of the described first air fuel ratio control section from the described second air fuel ratio control section.
6. air-fuel ratio control device according to claim 1, wherein
Described controller also in order to extend to exhaust the exhaust passage part of described valve system, to pass through the required time of described first sensor according to being trapped in from described component, is determined described specific time interval described valve system is opened after when described valve system is closed.
7. air-fuel ratio control device according to claim 1, wherein
Described controller also in order to according to when described valve system is closed extending to the condensed moisture that produces the exhaust passage part of described valve system from described component, after described valve system is opened, arriving the required time of described first sensor, determine described specific time interval.
8. air-fuel ratio control device according to claim 1, wherein
Described controller is also in order to determine described specific time interval according to engineer coolant temperature during the engine start.
9. air-fuel ratio control device according to claim 1, wherein
Described controller is also with so that described specific time interval reaches specified value or is lower than the specified value elapsed time for the moisture content of moisture after described valve system has been opened, in the exhaust passage that is trapped in described first sensor upstream.
10. air-fuel ratio control device according to claim 9, wherein
Described controller is also in order to determine described specified value according to the vehicle operating state.
11. air/fuel ratio control method that is used for vent systems, described vent systems comprises: exhaust passage, bypass channel and valve system, main catalytic converter is arranged in the described exhaust passage, the bypass catalyst is arranged in the described bypass channel, and described valve system is arranged between the fluidic junction of the component of described bypass channel of described main catalytic converter upstream side and described bypass channel divides, thereby switch to described bypass channel optionally to open and close the path that described exhaust passage will be used for exhaust from described exhaust passage, described method comprises;
Use first sensor to detect the air fuel ratio characteristic of exhaust described valve system downstream position, that in described exhaust passage, flow; And
During the specific time interval when described valve system switches to open mode by closed condition, the component temperature of described first sensor is adjusted to set point of temperature or below the set point of temperature.
12. air/fuel ratio control method according to claim 11 wherein, also comprises:
Described set point of temperature is defined as temperature less than the active temperature of described first sensor, and is that the first air fuel ratio element is prevented the temperature upper limit that ftractures.
13. air/fuel ratio control method according to claim 12, wherein
Be in soon when described closed condition switches to the closed condition of described open mode at described valve system, by described first sensor being preheated the described component temperature of adjusting described first sensor to described set point of temperature.
14. air/fuel ratio control method according to claim 11 wherein, also comprises
Use the air fuel ratio characteristic of second sensor mobile exhaust in described bypass channel;
Engine air-fuel ratio is controlled in output according to described first sensor when described valve system is in described open mode; And
When being in described closed condition, described valve system controls described engine air-fuel ratio according to the output of described second sensor, described specific time interval when described valve system switches to described open mode by described closed condition in the past after, the described component temperature of described first sensor is adjusted the feasible heat that is supplied to described first sensor to be increased, and carries out switching to the control based on described first sensor from the control based on described second sensor.
15. air/fuel ratio control method according to claim 11 wherein, also comprises:
After described valve system switches to described open mode by described closed condition and after described specific time interval is over and done with, judge the activated state of described first sensor, and after described specific time interval when described valve system switches to described open mode by described closed condition is over and done with, the adjustment of carrying out the described component temperature of described first sensor makes the heat that is supplied to described first sensor increase, and be determined when being in activated state at described first sensor, carry out from switching to control based on the control of described first sensor based on the control of described second sensor.
16. air/fuel ratio control method according to claim 11 wherein, also comprises:
According to when described valve system is closed, be trapped in from described component extend to exhaust the exhaust passage part of described valve system, after described valve system is opened by the required time of described first sensor, determine described specific time interval.
17. air/fuel ratio control method according to claim 11, wherein
According to when described valve system is closed extending to the condensed moisture that produces the exhaust passage part of described valve system from described component, after described valve system is opened, arriving the required time of described first sensor, determine described specific time interval.
18. air/fuel ratio control method according to claim 11, wherein
Determine described specific time interval according to engineer coolant temperature during the engine start.
19. air/fuel ratio control method according to claim 11, wherein
The moisture content that described specific time interval is defined as the moisture after described valve system has been opened, in the exhaust passage that is trapped in described first sensor upstream reaches specified value or is lower than the specified value elapsed time.
20. air/fuel ratio control method according to claim 19, wherein
Determine described specified value according to the vehicle operating state.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2007004552 | 2007-01-12 | ||
| JP004552/07 | 2007-01-12 | ||
| JP2007316748A JP5003447B2 (en) | 2007-01-12 | 2007-12-07 | Air-fuel ratio control device |
| JP316748/07 | 2007-12-07 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101220778A true CN101220778A (en) | 2008-07-16 |
| CN101220778B CN101220778B (en) | 2014-10-22 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200810002636.4A Expired - Fee Related CN101220778B (en) | 2007-01-12 | 2008-01-14 | Air-fuel ratio control apparatus and method |
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| Country | Link |
|---|---|
| JP (1) | JP5003447B2 (en) |
| CN (1) | CN101220778B (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102654085A (en) * | 2011-03-02 | 2012-09-05 | 通用汽车环球科技运作有限责任公司 | Thermal management systems for efficient lean operating engines |
| CN108060985A (en) * | 2016-11-08 | 2018-05-22 | 福特环球技术公司 | For the method and system based on the water operating of contacts exhaust gas oxygen sensor at sensor |
| CN113924408A (en) * | 2019-05-09 | 2022-01-11 | 康明斯排放处理公司 | Valve device for split-flow type close connection catalyst |
| CN117101377A (en) * | 2023-10-23 | 2023-11-24 | 内蒙古包钢低碳产业科技发展有限公司 | Flue gas trapping assembly and carbon neutralization application system |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5587838B2 (en) | 2011-07-19 | 2014-09-10 | 日立オートモティブシステムズ株式会社 | Control device for internal combustion engine |
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| US20030213795A1 (en) * | 2002-05-15 | 2003-11-20 | Katsuhiko Toyoda | Heater controller for an oxygen sensor |
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| JPH08254145A (en) * | 1995-03-17 | 1996-10-01 | Nissan Motor Co Ltd | Exhaust purifying device for internal combustion engine |
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| JP4462100B2 (en) * | 2005-04-21 | 2010-05-12 | 日産自動車株式会社 | Exhaust device for internal combustion engine and control method for internal combustion engine |
| JP4225303B2 (en) * | 2005-07-29 | 2009-02-18 | トヨタ自動車株式会社 | Exhaust gas purification system for internal combustion engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| GB2294556A (en) * | 1994-10-25 | 1996-05-01 | Nissan Motor | Exhaust emission control system for internal combustion engine |
| US20030213795A1 (en) * | 2002-05-15 | 2003-11-20 | Katsuhiko Toyoda | Heater controller for an oxygen sensor |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102654085A (en) * | 2011-03-02 | 2012-09-05 | 通用汽车环球科技运作有限责任公司 | Thermal management systems for efficient lean operating engines |
| CN102654085B (en) * | 2011-03-02 | 2015-03-25 | 通用汽车环球科技运作有限责任公司 | Thermal management systems for efficient lean operating engines |
| CN108060985A (en) * | 2016-11-08 | 2018-05-22 | 福特环球技术公司 | For the method and system based on the water operating of contacts exhaust gas oxygen sensor at sensor |
| CN108060985B (en) * | 2016-11-08 | 2022-04-08 | 福特环球技术公司 | Method and system for operating an exhaust gas oxygen sensor based on water contact at the sensor |
| CN113924408A (en) * | 2019-05-09 | 2022-01-11 | 康明斯排放处理公司 | Valve device for split-flow type close connection catalyst |
| CN113924408B (en) * | 2019-05-09 | 2023-11-14 | 康明斯排放处理公司 | Valve device for split-flow close-coupled catalyst |
| CN117101377A (en) * | 2023-10-23 | 2023-11-24 | 内蒙古包钢低碳产业科技发展有限公司 | Flue gas trapping assembly and carbon neutralization application system |
| CN117101377B (en) * | 2023-10-23 | 2024-02-13 | 内蒙古包钢低碳产业科技发展有限公司 | Flue gas trapping assembly and carbon neutralization application system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101220778B (en) | 2014-10-22 |
| JP2008190522A (en) | 2008-08-21 |
| JP5003447B2 (en) | 2012-08-15 |
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