JP2005133626A - Control device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an engine capable of determining not only degradation of exhaust emission control catalyst provided in an exhaust gas passage but also degradation of an air fuel ratio detection means without causing deterioration of exhaust gas at high accuracy in a relatively short period of time. <P>SOLUTION: The control device for the engine provided with the exhaust emission control catalyst in the exhaust gas passage and including the air fuel ratio detection means in a downstream of the catalyst is constructed with being provided with an individual cylinder air fuel ratio control means controlling to make air fuel ratio of air fuel mixture used for combustion in a specific cylinder different from that of other cylinders and a degradation determination means determining degradation of the catalyst and the air fuel ratio detection means based on signal provided by the air fuel ratio detection means. The individual cylinder air fuel ratio control means generates periodical vibration of air fuel ratio of, for example, a period equivalent to two engine rotation in an exhaust gas collecting part in an upstream of the catalyst in the exhaust gas passage by making air fuel ratio of the air fuel mixture used for combustion in just specific cylinder different from that of other cylinders. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an engine control device, and more particularly to an engine having an exhaust purification catalyst in an exhaust passage and having an air-fuel ratio detection means downstream of the catalyst, and reliably deteriorating the catalyst and the air-fuel ratio detection means. The present invention relates to a control device for an engine that can be easily determined.

In order to purify exhaust exhausted from the engine (hazardous components such as HC, CO, NOx, etc.) contained in the engine, an exhaust purification catalyst such as a three-way catalyst is generally provided in the exhaust passage. In recent years, with the tightening of regulations in North America, Europe, Japan, etc., there has been a demand for higher accuracy in diagnosis of exhaust purification systems represented by exhaust purification catalysts and air-fuel ratio sensors. For this reason, several measures for determining whether or not the catalyst and the air-fuel ratio sensor have deteriorated have been proposed.
For example, Patent Document 1 below proposes determining deterioration of a catalyst from the correlation between an air-fuel ratio sensor output signal upstream of the catalyst and an air-fuel ratio sensor output signal downstream of the catalyst.

  Further, in Patent Document 2 below, the downstream air-fuel ratio sensor output signal is filtered based on the frequency of the upstream air-fuel ratio sensor output signal, and the amplitude ratio between the upstream air-fuel ratio sensor signal and the filtered downstream air-fuel ratio sensor output signal is disclosed. From this, it is proposed to determine the deterioration of the catalyst.

On the other hand, in Patent Document 3 below, when the air-fuel ratio is oscillated above and below the average air-fuel ratio upstream of the catalyst (exhaust collecting portion) in the exhaust passage, the oxygen sensor output characteristics downstream of the catalyst with respect to the upstream average air-fuel ratio It has been proposed that the deterioration of the catalyst is judged by oscillating (fluctuating) the air-fuel ratio by individually controlling the air-fuel ratio for each cylinder.
JP-A-5-171924 (pages 1 to 12, FIGS. 1 to 6) Japanese Patent Laid-Open No. 7-305623 (pages 1 to 19, FIGS. 1 to 21) Japanese Patent Laid-Open No. 6-185345 (pages 1 to 8, FIGS. 1 and 2)

  In the control devices described in Patent Documents 1 and 2, the air-fuel ratio of all cylinders of the engine is corrected equivalently, and the oscillation phenomenon of the average air-fuel ratio in the exhaust collecting section upstream of the catalyst and the oscillation phenomenon of the air-fuel ratio downstream of the catalyst In this case, the average air-fuel ratio may deviate from the high-efficiency purification range of the catalyst, which may cause deterioration of exhaust gas downstream of the catalyst. Further, the period of the air-fuel ratio oscillation upstream of the catalyst is relatively long as 0.2 Hz to 1 Hz, and the time required for the deterioration determination is accordingly increased. Further, since the vibration period changes, there is a problem that various filter processes are required and the process becomes complicated.

  In the control device described in Patent Document 3, it is necessary to control the average air-fuel ratio upstream of the catalyst within a predetermined range from rich to lean, and calculate the relationship with the output of the oxygen sensor downstream of the catalyst. There is a risk that the time required for deterioration (increase in harmful component emissions) and the time required for deterioration determination will become longer.

  Furthermore, all of the control devices described in Patent Documents 1, 2, and 3 determine only the deterioration of the catalyst (decrease in oxygen storage capacity), the air-fuel ratio sensor downstream of the catalyst, and further the catalyst No consideration is given to the deterioration of the upstream air-fuel ratio sensor. For this reason, for example, when the air-fuel ratio sensor downstream of the catalyst deteriorates, there is a possibility that it may be erroneously determined that the catalyst has deteriorated although it has not actually deteriorated.

  The present invention has been made to solve the problems as described above, and its purpose is not only the deterioration of the exhaust purification catalyst disposed in the exhaust passage, but also the deterioration of the air-fuel ratio detection means. It is an object of the present invention to provide an engine control device capable of making a highly accurate determination in a relatively short time without causing deterioration of exhaust.

  In order to achieve the above object, a first aspect of the control device according to the present invention is applied to an engine having an exhaust purification catalyst in an exhaust passage and having an air-fuel ratio detection means downstream of the catalyst. Based on a signal obtained from the air-fuel ratio detection means and a cylinder-by-cylinder air-fuel ratio control means for controlling the air-fuel ratio of the air-fuel mixture used for combustion in a specific cylinder to be different from that in other cylinders, the catalyst And / or deterioration determining means for determining deterioration of the air-fuel ratio detecting means (see FIG. 1).

  In the first aspect, in determining the deterioration of the catalyst (and the air-fuel ratio detection means), the air-fuel ratio of the air-fuel mixture used for combustion is set to another cylinder (for example, the second cylinder) for a specific cylinder (for example, the first cylinder). The third and fourth cylinders) are controlled differently. That is, normally, the air-fuel ratio is normally controlled so as to be the same (for example, 14.6) in all the cylinders, but in the present invention, the air-fuel ratio is shifted for at least one cylinder (for example, 12.0) to generate a periodic vibration (variation) of the air-fuel ratio in the exhaust collecting section upstream of the catalyst, and to detect the response of the air-fuel ratio downstream of the catalyst to the periodic air-fuel ratio fluctuation, The deterioration of the catalyst and / or the catalyst downstream air-fuel ratio detection means is determined from the detection result.

  In a second aspect of the control device according to the present invention, the control device includes frequency analysis means for frequency analysis of a signal obtained from the air-fuel ratio detection means, and the deterioration determination means includes a phase of a predetermined frequency analyzed by the frequency analysis means and Based on the power, the performance degradation of the catalyst and / or the air-fuel ratio detection means is determined (see FIG. 2).

  In the second aspect, as described above, the catalyst downstream air-fuel ratio detecting means detects the response of the air-fuel ratio downstream of the catalyst to the periodic air-fuel ratio fluctuation generated upstream of the catalyst by shifting the air-fuel ratio in the specific cylinder. The signal is subjected to frequency analysis, and the deterioration of the catalyst and / or the catalyst downstream air-fuel ratio sensor is determined from the obtained phase and power.

  In a third aspect of the control device according to the present invention, the frequency analyzing means analyzes the phase and power of the frequency fa corresponding to the periodic vibration of the air-fuel ratio generated in the exhaust gas collecting portion upstream of the catalyst in the exhaust passage. The deterioration determining means determines the performance deterioration of the catalyst and / or the air-fuel ratio detecting means based on the phase and power of the frequency fa (see FIG. 3).

  In the third aspect, as described above, the catalyst with respect to the periodic air-fuel ratio fluctuation of the frequency fa corresponding to the periodic vibration of the air-fuel ratio generated in the exhaust gas collecting portion upstream of the catalyst by shifting the air-fuel ratio in the specific cylinder. The downstream air-fuel ratio response is detected by the catalyst downstream air-fuel ratio detection means, the frequency of the signal is analyzed, and the deterioration of the catalyst and / or the catalyst downstream air-fuel ratio sensor is determined from the phase and power of the frequency fa.

  In the fourth aspect of the control device according to the present invention, the deterioration determining means is configured such that the phase of the predetermined frequency analyzed by the frequency analyzing means is a predetermined value A or less and the power is a predetermined value B or more. Then, it is determined that the catalyst has deteriorated (see FIG. 4).

  Here, the transfer characteristic of the air-fuel ratio from the upstream to the downstream of the catalyst depends on the oxygen storage capacity in the catalyst and the transport time of the exhaust. It is known that the performance of the catalyst depends on the oxygen storage capacity. When the oxygen storage capacity decreases, the transfer characteristic of the air-fuel ratio from the upstream side to the downstream side of the catalyst changes. If this transfer characteristic is considered as a dead time + first-order lag system (time constant), the dead time and the time constant become smaller as the catalyst deteriorates (the oxygen storage capacity decreases). For this reason, when the periodic vibration of the air-fuel ratio generated by shifting the air-fuel ratio in a specific cylinder is input from the catalyst inlet (exhaust collecting part upstream of the catalyst), the air-fuel ratio vibration waveform at the catalyst inlet is deteriorated as the catalyst deteriorates. And the phase of the air-fuel ratio vibration waveform at the catalyst outlet become smaller, and the ratio of the power of the catalyst outlet vibration waveform to the power of the catalyst inlet vibration waveform tends to increase. From this, the signal obtained from the air-fuel ratio detection means downstream of the catalyst as described above is subjected to frequency analysis, and when the phase of the predetermined frequency is equal to or less than the predetermined value A and the power is equal to or greater than the predetermined value B, the catalyst has deteriorated. Can be determined.

  In the fifth aspect of the control device according to the present invention, the deterioration determining means is configured such that the phase of the predetermined frequency analyzed by the frequency analyzing means is equal to or greater than a predetermined value C and the power thereof is equal to or less than the predetermined value D. Then, it is determined that the air-fuel ratio detecting means has deteriorated (see FIG. 5).

Here, when considering the transfer characteristic of the air-fuel ratio detection means (for example, the O ₂ sensor) in terms of dead time + first-order lag system (time constant), the time constant increases as it deteriorates. From this, when the periodic vibration of the air-fuel ratio generated by shifting the air-fuel ratio in a specific cylinder is input from the catalyst inlet, the catalyst with respect to the power of the catalyst inlet vibration waveform is deteriorated as the air-fuel ratio detection means downstream of the catalyst deteriorates. The power ratio of the exit vibration waveform tends to be small. From this, the signal obtained from the air-fuel ratio detection means downstream of the catalyst as described above is frequency-analyzed, and it is determined that the air-fuel ratio detection means downstream of the catalyst has deteriorated when the power at the predetermined frequency becomes equal to or less than the predetermined value D. can do.

  According to a sixth aspect of the control device of the present invention, the control device includes history storage means for storing a change history of the phase and power of the predetermined frequency, and the deterioration determination means is based on the change history stored in the history storage means. When the amount of decrease in the phase during a predetermined period is equal to or greater than a predetermined value and the amount of increase in the power during the predetermined period is equal to or greater than a predetermined value, it is determined that the catalyst has deteriorated, and When the amount of phase decrease is equal to or less than a predetermined value and the amount of power decrease during the predetermined period is equal to or greater than a predetermined value, it is determined that the air-fuel ratio detecting means has deteriorated (see FIG. 6). .

  In the sixth aspect, in determining the deterioration of the catalyst (and the air-fuel ratio detection means), control is performed so as to shift the air-fuel ratio in a specific cylinder, and at that time, the power and phase of the vibration waveform of the air-fuel ratio at the catalyst outlet are controlled. Calculate and store. Here, when the catalyst deteriorates, as described in the fourth aspect, the phase becomes smaller and the power becomes larger. Further, when the air-fuel ratio detection means downstream of the catalyst deteriorates (responsiveness decreases), the phase does not change and the power decreases from the result of the fifth aspect. Thus, based on the stored power and phase change history, catalyst deterioration and deterioration of the air-fuel ratio detection means downstream of the catalyst can be separated and determined at the same time.

In the seventh aspect of the control device according to the present invention, the frequency fa in the third aspect is a frequency corresponding to a cycle in which the engine rotates twice.
That is, as described above, the periodic vibration of the air-fuel ratio that occurs when the air-fuel ratio is controlled to shift in a specific cylinder corresponds to the cycle of the engine rotating twice in the case of a 4-cycle engine. The frequency fa is used for deterioration determination.

  According to an eighth aspect of the present invention, there is provided an average air-fuel ratio control means for controlling the air-fuel ratio of the air-fuel mixture used for combustion so that the air-fuel ratio in the exhaust gas collection section upstream of the catalyst in the exhaust passage becomes a target value. (See FIG. 7). In other words, the average air-fuel ratio control means for controlling the air-fuel ratio (average air-fuel ratio) that becomes the center of the periodic oscillation of the air-fuel ratio that occurs when the air-fuel ratio is controlled to be shifted in a specific cylinder to the target value. Is provided.

  In a ninth aspect of the control apparatus according to the present invention, the average air-fuel ratio control means is used for combustion based on the output of the air-fuel ratio detection means disposed in the exhaust gas collecting portion upstream of the catalyst in the exhaust passage. The air-fuel ratio of the air-fuel mixture is feedback controlled (see FIG. 8).

  That is, an air-fuel ratio detecting means is also provided in the exhaust collecting portion, and the periodic vibration of the air-fuel ratio generated when the air-fuel ratio is controlled to be shifted in a specific cylinder based on the output of the air-fuel ratio detecting means. The air-fuel ratio of the air-fuel mixture used for combustion is feedback-controlled so that the air-fuel ratio (average air-fuel ratio) at the center of the engine becomes the target value.

In the tenth aspect of the control device according to the present invention, the target value is set to a value at which the purification efficiency of the catalyst is highest.
According to the eighth, ninth, and tenth aspects, the air-fuel ratio of the exhaust gas flowing into the catalyst even if the air-fuel ratio is shifted in a specific cylinder for deterioration determination is a target value (a value that provides the highest purification efficiency of the catalyst, For example, since it is maintained in the vicinity of the theoretical air-fuel ratio = 14.6), deterioration of exhaust discharged outside (increase in harmful components) can be avoided.

  In an eleventh aspect of the control apparatus according to the present invention, the controller includes frequency analysis means for frequency analysis of a signal obtained from the air-fuel ratio detection means upstream of the catalyst, and the deterioration determination means is an engine analyzed by the frequency analysis means. The deterioration of the air-fuel ratio detection means upstream of the catalyst is determined from the phase (Phase1) and power (Power1) of the two rotation components of the engine, the deterioration information of the air-fuel ratio detection means upstream of the catalyst, and the phase (Phase1) and Based on the relationship between the power (Power1) and the phase (Phase2) and power (Power2) of the two-rotation components of the engine obtained by frequency analysis of the signal from the air-fuel ratio detection means downstream of the catalyst, The deterioration of the catalyst and / or the air-fuel ratio detection means downstream of the catalyst is determined (see FIG. 9).

  That is, in this eleventh aspect, the air-fuel ratio periodic oscillation generated upstream of the catalyst by shifting the air-fuel ratio in the specific cylinder is detected by the air-fuel ratio detection means upstream of the catalyst, and the output signal is subjected to frequency analysis, Response deterioration of the air-fuel ratio sensor upstream of the catalyst is detected from the phase (Phase 1) and power (Power 1). Further, in consideration of the response deterioration, the phase (Phase 1) and power (Power 1) obtained from the output of the catalyst upstream air-fuel ratio detecting means, and the phase (Phase 2) and power (Power 2) obtained from the output of the catalyst downstream air-fuel ratio detecting means ( From the relationship of Power 2), the deterioration of the catalyst and the air-fuel ratio detection means downstream of the catalyst is determined.

  In a twelfth aspect of the control device according to the present invention, the average air-fuel ratio control means is obtained from the deterioration determination means, the deterioration information of the air-fuel ratio detection means upstream of the catalyst, the deterioration information of the catalyst, and the catalyst Based on at least one of the deterioration information of the downstream air-fuel ratio detection means, the air-fuel ratio of the air-fuel mixture provided for combustion is feedback-controlled (see FIG. 10).

  Here, the responsiveness of the air-fuel ratio detection means upstream of the catalyst affects when feedback control is performed with the average air-fuel ratio of the catalyst inlet (exhaust collecting portion) as a target value. Therefore, the feedback control parameter (for example, feedback gain) is changed in accordance with the responsiveness change (deterioration) of the air-fuel ratio detection means, so that the feedback control is always optimized.

  In a thirteenth aspect of the control device according to the present invention, the deterioration information of the air-fuel ratio detection means upstream of the catalyst, the deterioration information of the catalyst, and the air-fuel ratio detection means downstream of the catalyst obtained from the deterioration determination means. An exhaust deterioration amount calculating means for calculating an exhaust deterioration amount downstream of the catalyst with respect to a normal time of the air-fuel ratio detection means upstream of the catalyst, the catalyst, and the air-fuel ratio detection means downstream of the catalyst based on the deterioration information ( FIG. 11).

  Here, the exhaust purification performance of the three-way catalyst is greatly influenced not only by the performance of the catalyst, but also by the performance of the air-fuel ratio detection means upstream of the catalyst and the performance of the air-fuel ratio detection means downstream of the catalyst. From this, the deterioration state of the catalyst and the air-fuel ratio detection means upstream and downstream of the catalyst is detected (determined), the performance of the exhaust purification system is comprehensively diagnosed, and the exhaust deterioration amount downstream of the catalyst is calculated.

  In a fourteenth aspect of the control apparatus according to the present invention, the cylinder-by-cylinder air-fuel ratio control means includes a fuel injection mode (fuel injection amount, fuel injection timing, one combustion cycle) of a fuel injection valve provided for each cylinder. And the opening / closing mode (opening / closing timing, lift amount, etc.) of the intake / exhaust valve can be individually controlled for each cylinder.

In a fifteenth aspect of the control apparatus according to the present invention, the cylinder-by-cylinder air-fuel ratio control means makes the catalyst in the exhaust passage different by making the air-fuel ratio of the air-fuel mixture provided for combustion differ from other cylinders only by one cylinder. Periodic vibration is generated in the air-fuel ratio in the upstream exhaust collecting portion (see FIG. 12).
In other words, even if only one cylinder is richer or leaner than the average air-fuel ratio, it is possible to generate periodic oscillations in the air-fuel ratio in the exhaust gas collection section upstream of the catalyst.

The control device according to the present invention described above is particularly suitable for an in-vehicle engine in which exhaust gas regulations are strengthened.
As described above, in the present invention, by making the air-fuel ratio between the cylinders non-uniform, in particular, vibration of the air-fuel ratio corresponding to the two rotation cycles of the engine can be generated easily and accurately at the catalyst inlet. Is used as a basic signal to diagnose the catalyst and the air-fuel ratio sensor downstream thereof.

  The control apparatus according to the present invention controls the deterioration of the catalyst by controlling the air-fuel ratio of the air-fuel mixture used for combustion so that the specific (one or more) cylinders are different from those in the other cylinders. Then, a periodic vibration of the air-fuel ratio (preferably a fluctuation corresponding to two engine rotation cycles) is generated in the exhaust gas collection section upstream of the catalyst, and a response of the air-fuel ratio downstream of the catalyst to the periodic air-fuel ratio fluctuation is detected, Since the deterioration of the catalyst is determined from the detection result, not only the deterioration of the catalyst but also the deterioration of the air-fuel ratio detection means can be determined with high accuracy in a relatively short time without causing deterioration of the exhaust gas. .

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[First Embodiment]
FIG. 13 is a schematic configuration diagram showing a first embodiment of a control device according to the present invention together with an example of an in-vehicle engine to which the control device is applied.

  The illustrated engine 10 is a multi-cylinder engine, and includes a cylinder 12 and a piston 15 slidably inserted into the cylinder 12, and a combustion chamber 17 is defined above the piston 15. Is done. A spark plug 35 is provided in the combustion chamber 17.

  Air to be used for fuel combustion is taken in from an air cleaner 21 provided at the start end of the intake passage 20, passes through an air flow sensor 24, enters an electric throttle valve 25, and enters a collector 27. The air is sucked into the combustion chambers 17 of the respective cylinders via an intake valve 28 disposed at the downstream end of the intake passage 20 (a branch passage portion thereof).

  A fuel injection valve 30 is provided adjacent to the downstream portion (branch passage portion) of the intake passage 20, and this fuel injection valve 30 includes a fuel tank, a fuel pump, a fuel pressure regulator, etc. (not shown). The fuel adjusted to a predetermined pressure by the fuel supply system is supplied.

  The mixture of the air sucked into the combustion chamber 17 and the fuel injected from the fuel injection valve 30 is ignited by the spark plug 35 and explosively burned, and the combustion waste gas (exhaust gas) is exhausted from the combustion chamber 17. The three-way catalyst is discharged to the individual passage portion 40A (see FIG. 15) forming the upstream portion of the exhaust passage 40 through the valve 48, and is disposed in the exhaust passage 40 from the individual passage portion 40A through the exhaust collecting portion 40B. After flowing into 50 and being purified, it is discharged to the outside.

Further, an O ₂ sensor 51 is disposed downstream of the three-way catalyst 50 in the exhaust passage 40, and an A / F sensor 52 is disposed in the exhaust collecting portion 40 B upstream of the catalyst 50 in the exhaust passage 40. Yes.

The A / F sensor 52 has a linear output characteristic with respect to the concentration of oxygen contained in the exhaust gas. The relationship between the oxygen concentration in the exhaust gas and the air-fuel ratio is substantially linear. Therefore, the A / F sensor 52 that detects the oxygen concentration can determine the air-fuel ratio in the exhaust gas collecting portion. Further, from the signal from the O ₂ sensor 51, it is possible to determine whether the oxygen concentration or stoichiometry downstream of the three-way catalyst 50 is rich or lean.

  Further, a part of the exhaust gas discharged from the combustion chamber 17 to the exhaust passage 40 is introduced into the intake passage 20 through the EGR passage 41 as necessary, and is supplied to each cylinder through the branch passage portion of the intake passage 20. It returns to the combustion chamber 17. The EGR passage 41 is provided with an EGR valve 42 for adjusting the EGR rate.

And in the control apparatus 1 of this embodiment, in order to perform various control of the engine 10, the control unit 100 incorporating a microcomputer is provided.
As shown in FIG. 14, the control unit 100 basically includes a CPU 101, an input circuit 102, an input / output port 103, a RAM 104, a ROM 105, and the like.

The control unit 100 obtains, as input signals, a signal corresponding to the intake air amount detected by the air flow sensor 24, a signal corresponding to the opening of the throttle valve 25 detected by the throttle sensor 28, and a crank angle sensor 37. A signal representing the rotation (engine speed) and phase of the crankshaft 18, a signal corresponding to the oxygen concentration in the exhaust detected by the O ₂ sensor 51 disposed downstream of the three-way catalyst 50 in the exhaust passage 40, and the exhaust A signal corresponding to the oxygen concentration (air-fuel ratio) detected by the A / F sensor 52 disposed in the exhaust collecting portion 40B upstream of the catalyst 50 in the passage 40, is detected by the water temperature sensor 16 disposed in the cylinder 12. A signal corresponding to the engine coolant temperature, the depression of the accelerator pedal 19 obtained from the accelerator sensor 36 A signal or the like corresponding to the amount (indicating the driver's required torque) is supplied.

  In the control unit 100, outputs of sensors such as the A / F sensor 52, the oxygen sensor 51, the throttle sensor 28, the air flow sensor 24, the crank angle sensor 37, the water temperature sensor 16, and the accelerator sensor 36 are input, and the input circuit. After signal processing such as noise removal is performed at 102, the signal is sent to the input / output port 103. The value of the input port is stored in the RAM 104 and processed in the CPU 101. A control program describing the contents of the arithmetic processing is written in the ROM 105 in advance. A value representing each actuator operation amount calculated according to the control program is stored in the RAM 104 and then sent to the input / output port 103.

  The operation signal for the spark plug 35 is set to an ON / OFF signal that is ON when the primary coil in the ignition output circuit 116 is energized and is OFF when the primary coil is not energized. The ignition timing is the time when the ignition timing changes from ON to OFF. The signal for the spark plug 35 set in the input / output port 103 is amplified to a sufficient energy necessary for ignition by the ignition output circuit 116 and supplied to the spark plug 35. The drive signal for the fuel injection valve 30 is set to an ON / OFF signal that is ON when the valve is opened and OFF when the valve is closed. The fuel injection valve drive circuit 117 has sufficient energy to open the fuel injection valve 30. Amplified and sent to the fuel injection valve 30. A drive signal for realizing the target opening degree of the electric throttle valve 25 is sent to the electric throttle valve 25 via the electric throttle valve drive circuit 118.

The control unit 100 calculates the air-fuel ratio upstream of the three-way catalyst 50 from the signal of the A / F sensor 52, and is rich or lean with respect to the oxygen concentration or stoichiometry downstream of the three-way catalyst 50 from the signal of the O ₂ sensor 51. Calculate. In addition, F / B control is performed to sequentially correct the fuel injection amount or the intake air amount so that the purification efficiency of the three-way catalyst 50 is optimized using the outputs of the sensors 51 and 52.

Next, details of the control executed by the control unit 100 will be described.
FIG. 15 is a control system diagram. The control unit 100 includes a basic fuel injection amount calculation unit 121, a # 1 (first cylinder) air-fuel ratio correction amount calculation unit 122, an air-fuel ratio, as shown in the functional block diagram. A correction term calculation unit 123, a deterioration diagnosis permission determination unit 124, a frequency component calculation unit 125, and a deterioration performance calculation unit 126 are provided. During normal operation (other than when determining deterioration), each cylinder fuel injection amount Ti is calculated by the basic fuel injection amount Tp and the air-fuel ratio correction term Alpha so that the air-fuel ratio of all cylinders becomes the stoichiometric air-fuel ratio. When the response characteristic detection is permitted, only the equivalent ratio of the first cylinder # 1 (inversely proportional to the air-fuel ratio) is increased by a predetermined amount so as to cause periodic vibration of the air-fuel ratio at the exhaust collecting portion 40B (inlet of the three-way catalyst 50). The fuel injection amount is Ti1. Hereinafter, each block 121 to 126 will be described in detail.

Basic fuel injection amount calculation unit 121 (see FIG. 16)
The calculation unit 121 calculates a fuel injection amount that simultaneously realizes the target torque and the target air-fuel ratio under an arbitrary operating condition based on the intake air amount of the engine 10. Specifically, as shown in FIG. 16, the basic fuel injection amount Tp is calculated based on the engine speed Ne and the intake air amount Qa. Here, K is a constant and is a value for adjusting the intake air amount Qa so as to always realize the stoichiometric air-fuel ratio. Cyl represents the number of cylinders of the engine 10 (here, 4).

Air-fuel ratio correction term calculation unit 123 (see FIG. 17)
Here, based on the air-fuel ratio detected by the A / F sensor 52, the F / is set so that the average air-fuel ratio of the exhaust passage assembly 40B (catalyst 50 inlet) becomes the target air-fuel ratio (target value) under arbitrary operating conditions. B control. Specifically, as shown in FIG. 17, the air-fuel ratio correction term Alpha is calculated by PI control from the deviation Dltabf between the target air-fuel ratio Tabf and the A / F sensor detected air-fuel ratio Rabf. The air-fuel ratio correction term Alpha is multiplied by the basic fuel injection amount Tp described above.

Deterioration diagnosis permission determination unit 124 (see FIG. 18)
In this determination unit 124, permission determination for deterioration diagnosis of the three-way catalyst 50 and the O ₂ sensor 51 is performed. Specifically, as shown in FIG. 18, when Twn ≧ Twndag, ΔNe ≦ DNedag, ΔQa ≦ Dqadag, and Fmpmpdag = 0, the response characteristic detection permission flag Fpdag = 1 is set, and the response characteristic is detected. Allow. Otherwise, response characteristic detection is prohibited and Fpdag = 0.
here,
Twn: engine coolant temperature ΔNe: engine speed change rate ΔQa: air inflow rate change rate. ΔNe and ΔQa may be the difference between the value calculated in the previous job and the value calculated in the current job.

# 1 (first cylinder) air-fuel ratio correction amount calculation unit 122 (see FIG. 19)
The calculation unit 122 calculates the air-fuel ratio correction amount for # 1 (first cylinder). During normal operation, that is, when Fpdag = 0, the fuel for each cylinder is set so that the air-fuel ratio of the exhaust passage assembly (catalyst inlet) becomes the target air-fuel ratio by the basic fuel injection amount Tp and the F / B control operation amount Alpha. The injection amount is calculated. When Fpdag = 1, only the equivalent ratio of the first cylinder # 1 is increased by a predetermined amount Kchos1 in order to cause the air-fuel ratio oscillation in the exhaust passage collecting portion 40B. Specifically, the processing is shown in FIG. That is, when Fpdag = 1, the first cylinder equivalence ratio change amount Chos1 = Kchos1, and when Fpdag = 0, Chos1 = 0. The value of Kchos1 is preferably set so that the exhaust does not deteriorate according to the characteristics of the engine and the catalyst.

Frequency component calculation unit 125 (see FIG. 20)
The calculation unit 125 performs frequency analysis of the output signal of the O ₂ sensor 51 downstream of the catalyst 50. Specifically, as shown in FIG. 20, the output signal of the O ₂ sensor 51 is calculated by using a DFT (Discrete Fourier Transform) to calculate a power spectrum Power2 and a phase spectrum Phase2 having a frequency corresponding to two rotation cycles of the engine 10. To do. Here, in order to calculate a spectrum of only a specific frequency, DFT is used instead of FFT (Fast Fourier Transform). Note that the sampling period may be larger than twice the engine two-rotation period according to the sampling theorem, but here, the interrupt processing is performed by the cylinder discrimination signal from the crank angle sensor 37 (output every 180 ° in the case of four cylinders). I do. Since there are many documents and books about the processing contents of DFT, they are omitted here.

Deterioration performance calculator 126 (see FIG. 21)
Here, deterioration determination of the catalyst 50 and the O ₂ sensor 51 is performed using Power 2 and Phase 2 obtained by the frequency component calculation unit 125. Specifically, as shown in FIG. 21, when (Phase 2) ≦ (predetermined value A) and (Power 2) ≧ (predetermined value B), it is determined that the catalyst 50 has deteriorated. Further, when (Phase 2) ≧ (predetermined value C) and (Power 2) ≦ (predetermined value D), it is determined that the O ₂ sensor 20 has deteriorated. Further, in both cases of the deterioration of the catalyst 50 and the deterioration of the oxygen sensor 51, the deterioration notification lamp 57 (see FIG. 15) is turned on (Fdat = 1) to notify the driver of the deterioration, for example. The predetermined values A to D are preferably determined empirically according to the characteristics of the engine and the catalyst and the target diagnostic performance.

In the control device 1 of the present embodiment configured as described above, when determining the deterioration of the catalyst 50, the air-fuel ratio of the air-fuel mixture to be used for combustion is set to other cylinders (# 2, #) for the first cylinder # 1. 3 and # 4), control is performed differently from that in the exhaust collecting portion 40B upstream of the catalyst 50 to generate a periodic vibration of the air-fuel ratio (variation corresponding to two rotation cycles of the engine 10). Since the response of the air-fuel ratio downstream of the catalyst 50 to the air-fuel ratio fluctuation is detected based on the output of the O ₂ sensor 51, the deterioration of the catalyst 50 is determined from the detection result. The deterioration of the _two sensors 51 can also be determined with high accuracy in a relatively short time without causing deterioration of exhaust.

[Second Embodiment]
Next, a second embodiment of the control device according to the present invention will be described. Since the configuration of each part of the second embodiment is substantially the same as that of the first embodiment (FIGS. 13 to 21) described above, except for the degradation performance calculation unit 126 (FIG. 21), a duplicate description is omitted. In the following, the degradation performance calculation unit 226 of this embodiment will be described with reference to FIG.

The deterioration performance calculation unit 226 of the present embodiment performs deterioration determination of the catalyst 50 and the O ₂ sensor 51 using Power2 and Phase2 obtained by the frequency component calculation unit. Specifically, Phase 2 and Power 2 (history thereof) are temporarily stored. As the storage means, a RAM, a flash ROM, an external HDD (Hard Disk Drave), or the like can be used. The difference between the stored Phase 2 (0) and Phase 2 (k) is ΔPhase2, and the difference between the stored Power 2 (0) and Power 2 (k) is ΔPower2. Note that Phase2 (0) and Phase2 (k) are the phases and power spectra before and after the fixed period T, and k is the result of calculation later in time than 0. When (ΔPhase2) ≧ (predetermined value E) and − (ΔPower2) ≧ (predetermined value F), it is determined that the catalyst 50 has deteriorated, and (ΔPhase2) ≦ (predetermined value G) and (ΔPower2 ) ≧ (predetermined value H), it is determined that the O ₂ sensor 51 has deteriorated.
Further, in any case of the deterioration of the catalyst 50 and the deterioration of the O ₂ sensor 51, the deterioration notification lamp 57 is turned on (Fdat = 1) to notify the driver of the deterioration, for example.

Incidentally, Power2 (0), Phase2 ( 0) may be the catalyst 50 and the _{O 2} sensor 51 is kept tuned as characteristics at the time of a new. The predetermined values A to D are preferably determined empirically according to the characteristics of the engine and the catalyst and the target diagnostic performance. The above-mentioned fixed period T is also preferably determined in consideration of dynamics in which the performance of the catalyst or the O ₂ sensor changes.

As described above, in the control device 2 of the present embodiment, when determining the deterioration of the catalyst 50 (and the O ₂ sensor 51), the air-fuel ratio in the specific cylinder (first cylinder # 1) is made different from that of other cylinders. In this case, the power and phase of the vibration waveform of the air-fuel ratio downstream of the catalyst 50 are calculated from the output of the O ₂ sensor 51, and the history is stored. Here, when the catalyst 50 deteriorates, as described above, the phase becomes smaller and the power becomes larger. Further, when the O ₂ sensor 51 downstream of the catalyst 50 deteriorates (responsiveness decreases), as described above, the phase does not change and the power decreases. From this, based on the stored power and phase change history, it is possible to separately determine the deterioration of the catalyst 50 and the deterioration of the O ₂ sensor 51 downstream of the catalyst 50.
Accordingly, it is possible to avoid erroneous determination that the catalyst 50 has deteriorated due to the deterioration of the O ₂ sensor 51 downstream of the catalyst.

[Third Embodiment]
Next, a third embodiment of the control device according to the present invention will be described with reference to the control system diagram shown in FIG. The structure of each part in the control apparatus 3 of 3rd Embodiment is the thing of 1st Embodiment (FIGS. 13-21) mentioned above, the frequency component calculating part 125 (FIG. 20), and the degradation performance calculating part 126 (FIG. 21). Since the parts other than are substantially the same, redundant description is omitted, and in the following, the frequency component calculation unit (first frequency component calculation unit 325A, second frequency component calculation unit 325B) and deterioration performance calculation unit of the present embodiment will be described. 326 will be described.

First frequency component calculation unit 325A, second frequency calculation unit 325B (see FIG. 24)
The first frequency calculation unit 325A performs frequency analysis of the output signal of the A / F sensor 52 upstream of the catalyst 50, and the second frequency component calculation unit 325B performs frequency analysis of the output signal of the O ₂ sensor 51 downstream of the catalyst 50. Do.

Specifically, in the first frequency component calculation unit 325A, as shown in FIG. 24, the output signal of the A / F sensor 52 is a power spectrum Power1 having a frequency corresponding to two rotation cycles of the engine 10 using DFT. And the phase spectrum Phase1 is calculated. Here, in order to calculate a spectrum of only a specific frequency, DFT is used instead of FFT. The sampling period may be larger than twice the engine two-rotation period according to the sampling theorem. However, here, generally, a cylinder discrimination signal from the crank angle sensor 37 (in the case of four cylinders, output every 180 °) Interrupt processing. Since there are many documents and books about the processing contents of DFT, they are omitted here. Also in the second frequency component calculation unit 325B, the output signal of the O ₂ sensor 51 downstream of the catalyst 50 is calculated using the DFT to calculate a power spectrum Power2 and a phase spectrum Phase2 having a frequency corresponding to two rotation cycles of the engine 10 ( Same as in the first embodiment).

Degradation performance calculation unit 326 (see FIG. 25)
Here, the A / F sensor 52, the catalyst 50, and the O ₂ sensor are used by using Power 1 and Phase 1 obtained by the first frequency component computing unit 325 A and Power 2 and Phase 2 obtained by the second frequency component computing unit 325 B. 51 is judged for deterioration. Specifically, as shown in FIG. 25, when (Phase 1) ≧ (predetermined value E) and (Power 2) ≦ (predetermined value F), it is determined that the A / F sensor 52 has deteriorated. In this diagnosis, only when it is determined that the A / F sensor 52 is not deteriorated, when (Phase2-Phase1) ≦ (predetermined value G) and (Power2 / Phase1) ≧ (predetermined value H) It is determined that the catalyst 50 has deteriorated. Further, when (Phase2-Phase1) ≧ (predetermined value I) and (Power2 / Power1) ≦ (predetermined value J), it is determined that the O ₂ sensor 51 has deteriorated. Further, in any case of the deterioration of the A / F sensor 52, the deterioration of the catalyst 50, and the deterioration of the O ₂ sensor 20, the deterioration notification lamp 57 is turned on (Fdat = 1) to notify the driver of the deterioration, for example. The predetermined values E to J are preferably determined empirically according to the characteristics of the engine and the catalyst and the target diagnostic performance.

[Fourth Embodiment]
Next, a fourth embodiment of the control device according to the present invention will be described with reference to the control system diagram shown in FIG. The configuration of each part in the control device 4 of the fourth embodiment is the same as that of the above-described third embodiment (FIGS. 23 to 25), the deterioration performance calculating unit 326 (FIG. 25), and the air-fuel ratio correction term calculating unit 123 (first). Since parts other than FIG. 17) of 1 embodiment are substantially the same, duplication description is abbreviate | omitted and the deterioration performance calculating part 426 and the air-fuel ratio correction term calculating part 423 of this embodiment are demonstrated below.

Deterioration performance calculation unit 426 (see FIG. 27)
This calculation unit 426 is different from that of the third embodiment in that deterioration indexes Ind1, Ind2a, Ind2b, and Ind3 are calculated and reflected in the air-fuel ratio correction term calculation unit 423. Note that the output of the catalyst downstream O ₂ sensor 51 is input to the air-fuel ratio correction term calculation unit 423.

In the deterioration performance calculation unit 426 shown in FIG. 27, the A / F sensor 52 is used by using Power1, Phase1 obtained by the first frequency component calculation unit 325A, and Power2 and Phase2 obtained by the second frequency component calculation unit 325B. The deterioration index Ind1 of the catalyst 50, the deterioration index Ind2a and Ind2b of the catalyst 50, and the deterioration index Ind3 of the O ₂ sensor 51 are calculated. Specifically, as shown in FIG. 27, the degradation index Ind1 of the A / F sensor 52 is obtained from Power1. The relationship between Power1 and Ind1 should be obtained from experiments. Further, the deterioration index Ind2b the deterioration index Ind2a, Power2 catalyst 50 from the catalyst 50 from Phase2, determine the deterioration index Ind3 of the _{O 2} sensor 51 from Power2. However, Ind2a and Ind2b are updated when a change in the performance of the catalyst 50 occurs, and Ind3 is updated when a change in the performance of the O ₂ sensor 51 occurs. Each performance change determination conforms to the degradation performance calculation unit 226 (FIG. 22) of the second embodiment, as shown in the upper part of FIG. However, Phase2 (k), Phase2 (k + n), Power2 (k), and Power2 (k + n) are the phase and power spectrum before and after a certain period T, and k + n was calculated later in time than k. As a result, k shifts. That is, Phase 2 and Power 2 are calculated for each fixed period T, and changes in the characteristics of the catalyst 50 and the O ₂ sensor 51 are detected from the change amounts. If the change amounts exceed a certain value, the deterioration index is updated. It is preferable that the predetermined period T is determined in consideration of dynamics in which the performance of the catalyst 50 or the O ₂ sensor 51 changes.

Air-fuel ratio correction term calculation unit 423 (see FIG. 28)
The calculation unit 423 calculates the air-fuel ratio correction term, the deterioration index Ind1 of the A / F sensor 52 calculated by the deterioration performance calculation unit 426 shown in FIG. 27, the deterioration indexes Ind2a, Ind2b, and the O ₂ sensor of the catalyst 50. The degradation index Ind3 of 51 is reflected. Specifically, as shown in FIG. 28, the air-fuel ratio correction term Alpha is calculated by PI control from the deviation Dltabf between the target air-fuel ratio Tabf and the A / F sensor detected air-fuel ratio Rabf. The air-fuel ratio correction term Alpha is multiplied by the basic fuel injection amount Tp described above. The target air-fuel ratio Tabf is obtained by PI control based on the deviation of the catalyst downstream O ₂ sensor output RVO ₂ from the target output TgRVO ₂ . In addition, a dead time correction term based on the catalyst model is applied to this PI control. The deterioration index Ind1 of the A / F sensor 52 is used to adjust the P gain and I gain of PI control for calculating the air-fuel ratio correction term Alpha. The deterioration index Ind3 of the O ₂ sensor 51 is used for adjusting the P gain and I gain of PI control for calculating the target air-fuel ratio Tabf. Further, the catalyst 50 deterioration indexes Ind2a and Ind2b are reflected in the dead time correction portion of the catalyst model base as shown below.

Catalyst model base correction (see Fig. 29)
As shown in FIG. 29, the dead time compensation includes the transfer characteristics of the catalyst 50 excluding the dead time portion (in the figure, the first-order lag system in the portion (A)) and the dead time portion. It is configured by calculating the output difference Mhos obtained from each of the included transfer characteristics (in the drawing, (B), first order delay + dead time). Here, Ind2b is reflected as a time constant of a first-order lag system, and Ind2b is reflected as a dead time.
In the above embodiments, the O ₂ sensor 51 is used as the air-fuel ratio detection means downstream of the three-way catalyst 50, but an A / F sensor may be used instead of the O ₂ sensor.

The figure which is provided for description of the 1st aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 2nd aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 3rd aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 4th aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 5th aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 6th aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 8th aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 9th aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 11th aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 12th aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 13th aspect of the control apparatus which concerns on this invention. The figure which is provided for description of the 15th aspect of the control apparatus which concerns on this invention. The control system figure which shows the whole structure of 1st Embodiment of the control apparatus of the engine which concerns on this invention. The internal block diagram of the control unit in 1st Embodiment. The control system figure of 1st Embodiment. The figure which is provided for description of the basic fuel injection amount calculating part in 1st Embodiment. The figure which is provided for description of the air-fuel ratio correction term calculation unit in the first embodiment. The figure which is provided for description of the deterioration diagnosis permission determination part in 1st Embodiment. The figure which is provided for description of the first cylinder air-fuel ratio correction amount calculation unit in the first embodiment. The figure which is provided for description of the frequency component calculating part in 1st Embodiment. The figure with which it uses for description of the degradation performance calculating part in 1st Embodiment. The figure which is provided for description of the degradation performance calculating part in 2nd Embodiment. The control system figure of 3rd Embodiment. The figure which is provided for description of the 1st frequency component calculating part in 3rd Embodiment. The figure which is provided for description of the degradation performance calculating part in 3rd Embodiment. The control system figure of 4th Embodiment. The figure with which it uses for description of the degradation performance calculating part in 4th Embodiment. The figure which is provided for description of the air fuel ratio correction term calculating part in 4th Embodiment. The figure which is provided for description of the catalyst model base correction in the fourth embodiment.

Explanation of symbols

1 (2, 3, 4) Control device 10 of first (second, third, fourth) embodiment Engine 16 Water temperature sensor 17 Combustion chamber 19 Accelerator pedal 20 Intake passage 21 Air cleaner 24 Air flow sensor 25 Electric throttle valve 27 Collector 28 Throttle opening sensor 30 Fuel injection valve 35 Spark plug 36 Accelerator opening sensor 37 Crank angle (engine speed) sensor 40 Exhaust passage 40B Exhaust collecting part 41 EGR passage 50 Three-way catalyst 51 O ₂ sensor 52 A / F sensor 100 Control unit 121 Basic fuel injection amount calculation unit 122 Air-fuel ratio correction amount calculation unit 123, 423 Air-fuel ratio correction term calculation unit 124 Deterioration diagnosis permission determination unit 125, 325A, 325B Frequency component calculation units 126, 226, 326, 426 Deterioration performance Calculation unit

Claims (16)

An engine control apparatus comprising an exhaust purification catalyst in an exhaust passage and having an air-fuel ratio detection means downstream of the catalyst,
Based on a signal obtained from the air-fuel ratio detection means and a cylinder-by-cylinder air-fuel ratio control means for controlling the air-fuel ratio of the air-fuel mixture supplied for combustion in a specific cylinder to be different from that in other cylinders, the catalyst And / or a deterioration determining means for determining deterioration of the air-fuel ratio detecting means.   Frequency analysis means for frequency analysis of a signal obtained from the air-fuel ratio detection means, the deterioration determination means, based on the phase and power of the predetermined frequency analyzed by the frequency analysis means, the catalyst and / or the air-fuel ratio The engine control device according to claim 1, wherein the deterioration of the detecting means is determined.   The frequency analysis means analyzes the phase and power of the frequency fa corresponding to the periodic vibration of the air-fuel ratio generated in the exhaust gas collecting portion upstream of the catalyst in the exhaust passage, and the deterioration determination means is the phase of the frequency fa 3. The engine control apparatus according to claim 2, wherein deterioration of the catalyst and / or the air-fuel ratio detecting means is determined based on the power.   The deterioration determining means determines that the catalyst has deteriorated when the phase of the predetermined frequency analyzed by the frequency analyzing means is a predetermined value or less and the power is a predetermined value or more. The engine control device according to claim 2 or 3.   The deterioration determining means determines that the air-fuel ratio detecting means has deteriorated when the phase of the predetermined frequency analyzed by the frequency analyzing means is equal to or greater than a predetermined value and its power is equal to or less than a predetermined value. The engine control apparatus according to any one of claims 2 to 4, wherein the engine control apparatus is characterized in that:   A history storage means for storing a change history of the phase and power of the predetermined frequency is provided, and the deterioration determination means determines a decrease amount of the phase in a predetermined period based on the change history stored in the history storage means. And when the amount of increase in power in the predetermined period is equal to or greater than a predetermined value, it is determined that the catalyst has deteriorated, the amount of decrease in the phase in the predetermined period is equal to or less than a predetermined value, and 6. The engine control according to claim 2, wherein the air-fuel ratio detection unit is determined to have deteriorated when the power reduction amount in the predetermined period becomes equal to or greater than a predetermined value. 6. apparatus.   The engine control device according to claim 3, wherein the frequency fa corresponds to a cycle in which the engine rotates twice.   The air-fuel ratio control means for controlling the air-fuel ratio of the air-fuel mixture supplied for combustion so that the air-fuel ratio in the exhaust gas collecting section upstream of the catalyst in the exhaust passage becomes a target value. The engine control device according to any one of 1 to 7.   The average air-fuel ratio control means performs feedback control on the air-fuel ratio of the air-fuel mixture provided for combustion based on the output of the air-fuel ratio detection means disposed in the exhaust gas collecting portion upstream of the catalyst in the exhaust passage. The engine control apparatus according to claim 8, wherein   The engine control device according to claim 8 or 9, wherein the target value is set to a value at which the purification efficiency of the catalyst is highest.   Frequency analysis means for analyzing the frequency of the signal obtained from the air-fuel ratio detection means upstream of the catalyst is provided, and the deterioration determination means analyzes the phase (Phase 1) and power (Phase 1) and power (phase 1) of the engine's two rotation components analyzed by the frequency analysis means. The deterioration of the air-fuel ratio detection means upstream of the catalyst is determined from Power 1), the deterioration information of the air-fuel ratio detection means upstream of the catalyst, the phase (Phase 1) and the power (Power 1), and the air downstream of the catalyst. Based on the relationship between the phase (Phase 2) and the power (Power 2) of the two rotation components of the engine obtained by frequency analysis of the signal from the fuel ratio detection means, the catalyst and / or the air-fuel ratio detection means downstream of the catalyst are detected. 11. The engine control device according to claim 9, wherein deterioration is determined.   The average air-fuel ratio control means includes the deterioration information of the air-fuel ratio detection means upstream of the catalyst, the deterioration information of the catalyst, and the deterioration information of the air-fuel ratio detection means downstream of the catalyst obtained from the deterioration determination means. The engine control device according to claim 11, wherein the air-fuel ratio of the air-fuel mixture supplied for combustion is feedback-controlled based on at least one.   Based on the deterioration information of the air-fuel ratio detection means upstream of the catalyst, the deterioration information of the catalyst, and the deterioration information of the air-fuel ratio detection means downstream of the catalyst obtained from the deterioration determination means, the air-fuel ratio detection upstream of the catalyst The exhaust gas deterioration amount calculating means for calculating the exhaust gas deterioration amount downstream of the catalyst with respect to the normal state of the means, the catalyst, and the air / fuel ratio detection means downstream of the catalyst is provided. Engine control device.   The cylinder-by-cylinder air-fuel ratio control means is capable of individually controlling a fuel injection mode of a fuel injection valve provided for each cylinder and an opening / closing mode of an intake / exhaust valve for each cylinder. Item 14. The engine control device according to any one of Items 1 to 13.   The cylinder-by-cylinder air-fuel ratio control means periodically oscillates the air-fuel ratio in the exhaust gas collection section upstream of the catalyst in the exhaust passage by making the air-fuel ratio of the mixture supplied for combustion differ from other cylinders by only one cylinder. The engine control device according to any one of claims 1 to 14, wherein the engine control device is configured to generate.   A vehicle equipped with the engine control device according to any one of claims 1 to 15.

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