JP2016070105A - Control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the accuracy of estimating the oxygen storage capacity of a catalyst under a reduced pressure.SOLUTION: A control device for an internal combustion engine utilizes a period from forcibly varying an air-fuel ratio on the upstream side of the exhaust gas purifying catalyst mounted in an exhaust passage of the internal combustion engine to actualizing a variation in the air-fuel ratio on the upstream side, to estimate the oxygen storage capacity of the catalyst. The control device changes the characteristics of a relationship between an output signal from an air-fuel ratio sensor for detecting the air-fuel ratio of gas flowing into the catalyst and the air-fuel ratio of the gas, depending the levels of the atmospheric pressure in this case, and then acquires the air-fuel ratio of the gas from the output signal from the air-fuel ratio sensor. It uses the air-fuel ratio of the gas to estimate the oxygen storage capacity of the catalyst.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device that controls an air-fuel ratio by adjusting a fuel injection amount in an internal combustion engine.

Generally, in the exhaust passage of an internal combustion engine, harmful substances HC contained in the exhaust gas discharged from the cylinders of the internal combustion engine, CO, three-way catalyst to harmless by oxidation / reduction of NO _x is mounted.

The oxygen storage capacity (OSC: O ₂ Storage Capacity) of the catalyst decreases due to aging. The exhaust gas purification rate by the catalyst depends on the amount of oxygen that can be adsorbed in the catalyst. As the catalyst deteriorates, the amount of harmful substances emitted increases. On the other hand, deterioration of the catalyst hardly affects the driving performance of the vehicle itself. Therefore, there is a risk that an abnormal exhaust vehicle will continue to be used unconsciously for a long time.

  In order to cope with such an event, it is also common to install a diagnosis function in the vehicle for self-diagnosis of the degree of aging of the catalyst (see, for example, the following patent document). Specifically, in a state where oxygen is completely released from the catalyst, the air-fuel ratio of the gas flowing into the catalyst is forcibly operated to lean, and after the output signal of the air-fuel ratio sensor upstream of the catalyst switches to lean, the downstream of the catalyst The amount of oxygen currently stored in the catalyst is estimated by measuring the elapsed time until the output signal of the air / fuel ratio sensor switches to lean. The oxygen storage amount at the moment when the downstream sensor output reverses lean is the maximum oxygen storage capacity of the catalyst.

  While the oxygen is occluded to the full capacity of the catalyst, the air-fuel ratio of the gas flowing into the catalyst is forcibly made rich until the upstream sensor output switches to rich until the downstream sensor output switches to rich By measuring the elapsed time, the amount of oxygen released by the catalyst, that is, the oxygen storage amount based on the state in which oxygen is stored to the full oxygen storage capacity can be estimated. The oxygen storage amount at the moment when the downstream sensor output is inverted to rich is the maximum oxygen release capacity of the catalyst, in other words, the maximum oxygen storage capacity.

  In the diagnosis of the catalyst, the estimated value of the maximum oxygen storage capacity is compared with a determination threshold value, and if the former falls below the latter, it is determined that the catalyst has deteriorated. Then, the driver is notified that the catalyst has deteriorated, and the replacement of the catalyst is urged.

JP 05-133264 A

  In a place with a low atmospheric pressure such as a high altitude, the partial pressure of oxygen contained in the atmosphere, in other words, the oxygen ion concentration decreases. For this reason, the maximum oxygen storage capacity of the catalyst estimated with reference to the output signal voltage of the air-fuel ratio sensor may be estimated to be less than the actual catalyst capacity. In that case, even a catalyst that still has the necessary and sufficient performance may be erroneously determined as a deteriorated catalyst.

  As a method of avoiding an erroneous determination in diagnosis under reduced pressure, it is conceivable to correct the oxygen storage capacity value of the catalyst estimated under reduced pressure so as to increase the value and approximate the value estimated on a flat ground. However, depending on how the correction amount for raising is set, there is a possibility that a deteriorated catalyst is erroneously determined as an undegraded catalyst.

  An object of the present invention is to improve the accuracy of estimation of the oxygen storage capacity of a catalyst under reduced pressure.

  In the present invention, the period of time from when the air-fuel ratio on the upstream side of the exhaust gas purification catalyst mounted in the exhaust passage of the internal combustion engine is forcibly changed until the air-fuel ratio on the downstream side fluctuates is utilized. The oxygen storage capacity is estimated, and the relationship between the output signal of the air-fuel ratio sensor for detecting the air-fuel ratio of the gas flowing into the catalyst and the air-fuel ratio of the gas is determined according to the atmospheric pressure at that time. Then, the control device for the internal combustion engine was constructed in which the air-fuel ratio of the gas was obtained from the output signal of the air-fuel ratio sensor, and the oxygen storage capacity of the catalyst was estimated using the air-fuel ratio of the gas.

  According to the present invention, it is possible to improve the accuracy of estimating the oxygen storage capacity of a catalyst under reduced pressure.

The figure which shows schematic structure of the internal combustion engine and control apparatus in one Embodiment of this invention. The timing diagram explaining the content of the active control for the diagnosis of the catalyst which the control apparatus of the embodiment implements.

  An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine for a vehicle in the present embodiment. The internal combustion engine in the present embodiment is a spark ignition type 4-stroke gasoline engine, and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. A spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 receives spark voltage generated by the ignition coil and causes spark discharge between the center electrode and the ground electrode. The ignition coil is integrally incorporated in a coil case together with an igniter that is a semiconductor switching element.

  The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

  The exhaust passage 4 for discharging the exhaust guides the exhaust generated by burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4.

Air-fuel ratio sensors 43 and 44 for detecting the air-fuel ratio of the exhaust gas flowing through the exhaust passage are installed upstream and downstream of the catalyst 41 in the exhaust passage 4. Each of the air-fuel ratio sensors 43 and 44 may be an O ₂ sensor having a non-linear output characteristic with respect to the air-fuel ratio of the exhaust gas, or a linear A / F sensor having an output characteristic proportional to the air-fuel ratio of the exhaust gas. There may be. As for the output characteristics of the O ₂ sensor, the rate of change of the output with respect to the air-fuel ratio shows a large and steep slope in the range near the stoichiometric air-fuel ratio, and in the lean region where the air-fuel ratio is larger than that, it gradually approaches the lower saturation value. In a small rich region, a so-called Z characteristic curve that draws an asymptotic approach to a high saturation value is drawn. In the present embodiment, a linear A / F sensor is assumed as the air-fuel ratio sensor 43 on the upstream side of the catalyst 41, and an O ₂ sensor is assumed as the air-fuel ratio sensor 44 on the downstream side.

  An external EGR device 2 is attached to the internal combustion engine of the present embodiment. The EGR device 2 realizes a so-called high-pressure loop EGR. An EGR passage 21 that communicates the upstream side of the catalyst 41 in the exhaust passage 4 and the downstream side of the throttle valve 32 in the intake passage 3, and the EGR passage 21 The EGR cooler 22 provided and the EGR valve 23 that opens and closes the EGR passage 21 and controls the flow rate of the EGR gas flowing through the EGR passage 21 are used as elements. The inlet of the EGR passage 21 is connected to the exhaust manifold 42 in the exhaust passage 4 or a predetermined location downstream thereof. The outlet of the EGR passage 21 is connected to a predetermined location downstream of the throttle valve 32 in the intake passage 3, specifically to a surge tank 33.

  An ECU (Electronic Control Unit) 0 serving as a control device for an internal combustion engine according to the present embodiment is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

  The input interface includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal b output from an engine rotation sensor that detects the rotation angle and engine speed of the crankshaft, and depression of an accelerator pedal. The accelerator opening signal c output from a sensor that detects the amount or the opening of the throttle valve 32 as an accelerator opening (so-called required load), the intake air temperature and the intake pressure in the intake passage 3 (particularly, the surge tank 33). The intake air temperature / intake pressure signal d output from the temperature / pressure sensor to be detected, the coolant temperature signal e output from the water temperature sensor that detects the coolant temperature indicating the temperature of the internal combustion engine, and the exhaust gas upstream of the catalyst 41 The air-fuel ratio signal f output from the air-fuel ratio sensor 43 that detects the air-fuel ratio, and the exhaust gas air-fuel ratio downstream of the catalyst 41 are detected. The air-fuel ratio signal output from the air-fuel ratio sensor 44 g, the atmospheric pressure signal h or the like to be outputted from the atmospheric pressure sensor for detecting the atmospheric pressure is inputted to.

  From the output interface, the ignition signal i for the igniter of the spark plug 12, the fuel injection signal j for the injector 11, the opening operation signal k for the throttle valve 32, and the opening operation signal l for the EGR valve 23. Etc. are output.

  The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine. The ECU 0 acquires various information a, b, c, d, e, f, g, h necessary for operation control of the internal combustion engine via the input interface, and requests the required fuel injection amount, fuel injection timing (once Operating parameters such as fuel injection pressure, ignition timing, required EGR amount (or EGR rate), etc. are determined. The ECU 0 applies various control signals i, j, k, and l corresponding to the operation parameters via the output interface.

  The ECU 0 according to the present embodiment performs feedback control of the air-fuel ratio of the air-fuel mixture charged in the cylinder 1 and consequently the air-fuel ratio of the exhaust gas discharged from the cylinder 1 and led to the catalyst 41. The ECU 0 first calculates the amount of fresh air charged into the cylinder 1 from the intake pressure and intake temperature, the engine speed, the required EGR rate, etc., and determines the basic injection amount TP corresponding to this.

  Next, the basic injection amount TP is corrected with a feedback correction coefficient FAF determined according to the air-fuel ratio on the upstream side and / or downstream side of the catalyst 41. In general, the feedback correction coefficient FAF is adjusted according to the deviation between the air / fuel ratio of the gas actually measured via the air / fuel ratio sensors 43 and 44 and the target air / fuel ratio (normally near the theoretical air / fuel ratio). It increases when it is lean with respect to the target air-fuel ratio, and decreases when the actually measured air-fuel ratio is rich with respect to the target air-fuel ratio.

Then, the final value is determined by taking into account various correction factors K determined according to the state of the internal combustion engine, correction factors X for absorbing variations in the performance of the injector 11 described later, and the invalid injection time TAUV of the injector 11. The fuel injection time (energization time for the injector 11) T is calculated. The fuel injection time T is
T = TP × FAF × K × X + TAUV
It becomes. Accordingly, the signal j is input to the injector 11 for the fuel injection time T, and the injector 11 is opened to inject fuel.

  The feedback control with reference to the air-fuel ratio signals f and g on the upstream side and / or downstream side of the catalyst 41 is, for example, that the cooling water temperature of the internal combustion engine is equal to or higher than a predetermined temperature, the fuel is not being cut, and the power is not being increased. This is performed when a predetermined time has elapsed since the start of the internal combustion engine, all the conditions such as the air-fuel ratio sensors 43 and 43 being active and the intake pressure being normal are all satisfied.

  Further, the ECU 0 of the present embodiment estimates the maximum oxygen storage capacity of the catalyst 41 and compares the estimated maximum oxygen storage capacity value with the deterioration determination value to determine whether the catalyst 41 is normal or abnormal. A diagnosis is performed.

  The oxygen storage capacity of the catalyst 41 can be estimated by adopting any known method. Here, a typical example is shown. From the state in which the air-fuel ratio lean air-fuel mixture is supplied to the cylinder 1 of the internal combustion engine and oxygen is stored to the full capacity of the oxygen storage capacity of the catalyst 41, the air-fuel mixture supplied to the cylinder 1 is intentionally operated to be rich in the air-fuel ratio. Perform active control. Then, the output signal f of the upstream side air-fuel ratio sensor 43 immediately shows the air-fuel ratio rich. On the other hand, the output signal g of the downstream air-fuel ratio sensor 44 shows the air-fuel ratio rich after the output signal f of the upstream air-fuel ratio sensor 43. After the output signal f of the upstream air-fuel ratio sensor 43 shows the air-fuel ratio rich (or after the air-fuel mixture is manipulated to the air-fuel ratio rich) until the output signal g of the downstream air-fuel ratio sensor 44 shows the air-fuel ratio rich This is because the oxygen occluded in the catalyst 41 is released during this period to compensate for the lack of oxygen.

From the output signal f of the upstream air-fuel ratio sensor 43 indicates a rich air-fuel ratio, the time elapsed between the output signal g of the downstream air-fuel ratio sensor 44 until they show an air-fuel ratio rich T _R Distant, this T the total weight of the fuel has been supplied between the _R G _F, when the difference between the air-fuel ratio during the stoichiometric air-fuel ratio and rich put a .DELTA.A / F _R, the amount of oxygen is insufficient in the catalyst 41 during the T _R is
(Α ・ ΔA / F _R・ G _F )
It becomes. α is a weight ratio (≈0.23) of oxygen in the air.

The above equation, the catalyst 41 represents the amount of oxygen released by the time of T _R. Total weight G _F of the supplied fuel can be calculated in ECU0. That is, the fuel injection amount in one fuel injection opportunity is an amount necessary for making the air-fuel ratio a predetermined value richer than the stoichiometric air-fuel ratio (smaller than 14.6). Multiplying the number of per-expansion strokes (proportional to the engine speed) gives the fuel supply amount per unit time. Then, when multiplied by the elapsed time T _R to a fuel supply amount per unit time, the total weight G _F of the supplied fuel. In short, based on the elapsed time T _R at the time that the output signal g of the downstream air-fuel ratio sensor 44 indicates a rich air-fuel ratio, it is possible to calculate the maximum oxygen release capacity of the catalyst 41. This maximum oxygen release capacity is synonymous with the maximum oxygen storage capacity.

Strictly speaking, in the period T _R, the fuel supply amount per unit due to the accelerator operation or the like of the driver's time (or, a single injection quantity) may increase or decrease. Thus, the total weight G _F of the fuel supplied during the T _R is preferably determined supply amount g _F per unit time (t) and the time integral in the range of T _R. In this embodiment, the linear A / F sensor 11 is arranged upstream of the catalyst 31, and the air-fuel ratio of the gas flowing into the catalyst 31 can be measured in real time. Therefore, as the difference between the measured air-fuel ratio measured .DELTA.A / F _R a (t) via a stoichiometric air-fuel ratio and the A / F sensor 11, the maximum oxygen storage capacity of the catalyst 31 is obtained as the time integral of the period T _R be able to. Ie;
α∫ {ΔA / F _R (t) · g _F (t)} dt
Alternatively, active control in which the mixture supplied to the cylinder 1 is intentionally operated to lean to the air-fuel ratio from a state in which the air-fuel ratio rich mixture is supplied to the cylinder 1 of the internal combustion engine and no oxygen is stored in the catalyst 41. Execute. Then, the output signal f of the upstream side air-fuel ratio sensor 43 immediately shows the air-fuel ratio lean. On the other hand, the output signal g of the downstream air-fuel ratio sensor 44 shows an air-fuel ratio lean behind the output signal f of the upstream air-fuel ratio sensor 43. After the output signal f of the upstream air-fuel ratio sensor 43 indicates the air-fuel ratio lean (or after the air-fuel mixture is operated to the air-fuel ratio lean), until the output signal g of the downstream air-fuel ratio sensor 44 indicates the air-fuel ratio lean This is because excess oxygen is adsorbed on the catalyst 41 during the period.

The time elapsed from when the output signal f of the upstream air-fuel ratio sensor 43 indicates air-fuel ratio lean until the output signal g of the downstream air-fuel ratio sensor 44 indicates air-fuel ratio lean is set as T _{L. If} the total weight of the fuel supplied during _L is G _F , and the difference between the lean air-fuel ratio and the stoichiometric air-fuel ratio is ΔA / F _L , the amount of oxygen excess in the catalyst 41 during T _L Is
(Α ・ ΔA / F _L・ G _F )
It becomes.

The above equation represents the amount of oxygen stored in the catalyst 41 at the time point T _L. Total weight G _F of the supplied fuel again, it can be calculated in ECU0. That is, the fuel injection amount in one fuel injection opportunity is an amount necessary for setting the air-fuel ratio to a predetermined value leaner than the stoichiometric air-fuel ratio (greater than 14.6). Multiply by the number of expansion strokes per unit, the fuel supply amount per unit time is obtained. Then, when multiplied by the elapsed time T _L in the fuel supply amount per unit time, the total weight G _F of the supplied fuel. In short, it is possible to calculate the maximum oxygen storage capacity of the catalyst 41 based on the elapsed time T _L when the output signal of the downstream air-fuel ratio sensor 44 indicates the air-fuel ratio lean.

Strictly speaking, during the period of _TL , the fuel supply amount (or injection amount per time) per unit time can be increased or decreased due to the driver's accelerator operation or the like. Thus, the total weight G _F of the fuel supplied during the T _L, it is preferable to determine the supply amount g _F per unit time (t) and the time integral in the range of T _L. If ΔA / F _L (t) is the difference between the stoichiometric air-fuel ratio and the actually measured air-fuel ratio measured via the A / F sensor 11, the maximum oxygen storage capacity of the catalyst 31 is obtained as the time integral of the period of T _L. be able to. Ie;
α∫ {ΔA / F _L (t) · g _F (t)} dt
Diagnosis of the catalyst 41 is performed when a sign of deterioration of the catalyst 41 is detected. As an example of the sign, the frequency of oscillation of the output voltage g of the downstream side air-fuel ratio sensor 44, which fluctuates every time during the operation of the internal combustion engine, is higher than the threshold (or the cycle of oscillation is shorter than the threshold). For example, the time difference between the fluctuation of the output voltage f of the upstream air-fuel ratio sensor 43 and the fluctuation of the output voltage g of the downstream air-fuel ratio sensor 44 is shorter than a threshold value.

  However, the diagnosis of the catalyst 41 is performed when the cooling water temperature of the internal combustion engine is equal to or higher than a predetermined value, the load of the internal combustion engine, the intake amount charged into the cylinder 1, the engine speed, the correction coefficient FAF by the air-fuel ratio feedback control, and the catalyst 41 It is assumed that various conditions such as the temperature being within a predetermined range are all satisfied.

  Further, the diagnosis of the catalyst 41 is performed at least once every trip (a period from when the ignition switch is turned on to start the internal combustion engine until the ignition switch is turned off to stop the internal combustion engine). It is preferable to implement.

As shown in FIG. 2, in the active control, the control target empty position is reached at the timing when the output voltage g of the downstream air-fuel ratio sensor 44 reaches a predetermined rich determination value, that is, when the output g is switched from lean to rich. The fuel ratio is corrected so that the fuel ratio is set to a predetermined lean air-fuel ratio and the output voltage f of the upstream air-fuel ratio sensor 43 takes a value corresponding to the control target. As a result, the air-fuel ratio of the gas flowing into the catalyst 41 is forcibly made lean. Then, the time from when the output voltage f of the upstream air-fuel ratio sensor 43 reaches a value corresponding to the control target until the output voltage g of the downstream air-fuel ratio sensor 44 reaches a predetermined lean determination value. Time T _L , that is, elapsed time T _L until output g switches to lean again is measured. The rich determination value and the lean determination value may be different values or the same value.

In addition, at the timing when the output g of the downstream side air-fuel ratio sensor 44 is switched from rich to lean, the control target air-fuel ratio is set to the predetermined air-fuel ratio on the rich side, and the output voltage f of the upstream side air-fuel ratio sensor 43 is controlled. The fuel injection amount is corrected so as to take a value corresponding to the target. As a result, the air-fuel ratio of the gas flowing into the catalyst 41 is forcibly enriched. Then, the time from when the output voltage f of the upstream air-fuel ratio sensor 43 reaches a value corresponding to the control target until the output voltage g of the downstream air-fuel ratio sensor 44 reaches a predetermined lean determination value. Time T _R , that is, elapsed time T _R until output g switches to rich again is measured.

The ECU 0 determines the time T _R required for the catalyst 41 that has stored oxygen to the full oxygen storage capacity to release all of the oxygen, and the catalyst 41 that has not stored oxygen to the oxygen storage capacity to the full. the time T _L taken to storage measured more than once each, the measured T _R, the maximum oxygen storage capacity based on _{T L (α · ΔA / F} R · G F), (α · ΔA / F L Calculate G _F ) and find the average of them.

  The determination of whether or not the catalyst 41 has deteriorated is made by comparing the maximum oxygen storage capacity of the catalyst 41 (the average of a plurality of estimated values) with a determination threshold value. That is, if the maximum oxygen storage capacity is less than the determination threshold, it is diagnosed that the catalyst 41 has already deteriorated and cannot exhibit sufficient performance. The ECU 0 that has determined that the catalyst 41 has deteriorated stores and holds information indicating that the catalyst 41 is abnormal (diagnostic code) in the memory, and also indicates whether the catalyst 41 is abnormal or not. Output and alert in a manner that appeals to the auditory sense. For example, an engine check lamp in the cockpit is turned on, displayed on a display, or a warning sound is emitted to prompt inspection and replacement of the catalyst 41.

  When the atmospheric pressure is lower than the standard atmospheric pressure, such as when the vehicle is traveling on a high altitude, the maximum oxygen storage capacity of the catalyst 41 is estimated based on the output signals f and g of the air-fuel ratio sensors 43 and 44. However, it is estimated to be less than the actual capacity of the catalyst 41. In such a situation, when an opportunity for diagnosis of the catalyst 41 comes, the estimated value of the oxygen storage capacity falls below the determination threshold even though the catalyst 41 still has the necessary and sufficient performance, and deteriorated. The catalyst 41 may be erroneously determined as being the same.

  Therefore, the ECU 0 of the present embodiment senses the current atmospheric pressure with reference to the output signal h of the atmospheric pressure sensor, and according to the level of the atmospheric pressure when the diagnosis of the catalyst 41 is performed, the air-fuel ratio The relational characteristic between the output signal f of the sensor 43 and the actual air-fuel ratio of the gas flowing into the catalyst 41 is changed.

  More specifically, the ECU 0 memory preliminarily maps data defining the relationship between the atmospheric pressure and the oxygen partial pressure in the atmosphere, and the oxygen partial pressure in the atmosphere and the input / output characteristics of the air-fuel ratio sensor 43. Map data defining the relationship is stored. In other words, the input / output characteristics of a plurality of air-fuel ratio sensors 43 that differ depending on the magnitude of the atmospheric pressure are stored and held. Here, the input / output characteristic of the air-fuel ratio sensor 43 is map data or a function expression for converting the voltage value of the output signal f of the air-fuel ratio sensor 43 into the value of the air-fuel ratio of the gas flowing into the catalyst 41.

  The ECU 0 searches the former map using the current atmospheric pressure as a key, and obtains the current oxygen partial pressure in the atmosphere. Further, the latter map is searched using the oxygen partial pressure as a key, and input / output characteristics of the air-fuel ratio sensor 43 corresponding to the oxygen partial pressure are selected. In this way, the input / output characteristics of the air-fuel ratio sensor 43 used for measuring the air-fuel ratio of the gas flowing into the catalyst 41 are switched.

Then, the voltage of the output signal f of the air-fuel ratio sensor 43 is converted into the air-fuel ratio of the gas flowing into the catalyst 41 in light of the input / output characteristics selected according to the atmospheric pressure. As a result, the air-fuel ratio of the gas flowing into the catalyst 41 can be accurately obtained even under reduced pressure. The above ΔA / F _R or ΔA / F _L is calculated using the air-fuel ratio, and the oxygen storage capacity (α · ΔA / F _R · G _F ) or (α · ΔA / F _L · G _F ) of the catalyst 41 is estimated. By doing so, the risk of erroneous determination in the diagnosis of the catalyst 41 can be significantly reduced.

In this embodiment, the elapsed time from when the air-fuel ratio on the upstream side of the exhaust gas purification catalyst 41 mounted in the exhaust passage 4 of the internal combustion engine is forcibly changed until the air-fuel ratio on the downstream side is changed. By measuring T _R and T _L , the oxygen storage capacity (α · ΔA / F _R · G _F ) and (α · ΔA / F _L · G _F ) of the catalyst 41 are estimated. The relationship between the output signal f of the air-fuel ratio sensor 43 that detects the air-fuel ratio of the gas flowing into the catalyst 41 and the air-fuel ratio of the gas is changed according to the level of the atmospheric pressure, and the air-fuel ratio sensor 43 is then changed. The control device 0 of the internal combustion engine is configured to obtain the air-fuel ratio of the gas from the output signal f of the gas and to estimate the oxygen storage capacity of the catalyst 41 using the air-fuel ratio of the gas.

  According to this embodiment, the accuracy of estimation of the oxygen storage capacity of the catalyst 41 under reduced pressure can be further improved, and the catalyst 41 that still has the necessary and sufficient performance is erroneously determined as a deteriorated catalyst. Or, on the contrary, the risk of erroneously determining that the catalyst 41 that has deteriorated is the catalyst 41 that has not deteriorated becomes very small. Reduction of the risk of erroneous determination also leads to a reduction in the amount of noble metal used for the catalyst 41, which contributes to a reduction in cost.

  The present invention is not limited to the embodiment described in detail above. The specific configuration of each part can be variously modified without departing from the spirit of the present invention.

  The present invention can be applied to control of an internal combustion engine mounted on a vehicle or the like.

0 ... Control unit (ECU)
DESCRIPTION OF SYMBOLS 1 ... Cylinder 11 ... Injector 4 ... Exhaust passage 41 ... Catalyst 43 ... Air-fuel ratio sensor upstream of catalyst 44 ... Air-fuel ratio sensor downstream of catalyst f ... Air-fuel ratio signal upstream of catalyst g ... Air-fuel ratio signal downstream of catalyst h ... Atmospheric pressure signal

Claims (1)

The oxygen storage capacity of the catalyst is determined by using the period from when the air-fuel ratio on the upstream side of the exhaust gas purifying catalyst mounted in the exhaust passage of the internal combustion engine is forcibly changed until the air-fuel ratio on the downstream side fluctuates. Is an estimation,
In accordance with the atmospheric pressure at that time, the relationship between the output signal of the air-fuel ratio sensor for detecting the air-fuel ratio of the gas flowing into the catalyst and the air-fuel ratio of the gas is changed, and then the output of the air-fuel ratio sensor is changed. A control device for an internal combustion engine that obtains the air-fuel ratio of the gas from a signal and estimates the oxygen storage capacity of the catalyst using the air-fuel ratio of the gas.

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