JP5459124B2 - Catalyst temperature estimation device for idle stop vehicle - Google Patents

Description

  The present invention relates to a technique for estimating the temperature of a catalyst provided in an exhaust passage of an internal combustion engine in an idle stop vehicle.

As described in Patent Document 1, in order to prevent the engine operation from continuing in a state where the catalyst provided in the exhaust passage of the internal combustion engine has deteriorated, detection / diagnosis of catalyst deterioration has been conventionally performed. Yes. As this type of catalyst deterioration diagnosis, for example, air-fuel ratio sensors (or oxygen sensors) are provided on the upstream side and downstream side of the catalyst, respectively, and air-fuel ratio feedback control is executed based on the output signal of the upstream air-fuel ratio sensor. Since there is a sufficient correlation between the degree of catalyst deterioration and the oxygen storage capacity ( SOC ), there is a method of diagnosing catalyst deterioration from a comparison of output signals of both sensors. Thus, the catalyst deterioration diagnosis needs to be performed in a state where the catalyst is activated, that is, in a state where the catalyst temperature exceeds the activation temperature of the catalyst.

  However, providing such a catalyst temperature sensor that directly detects the catalyst temperature used for determining the catalyst activity causes an increase in the number of parts and an increase in cost. Therefore, such a dedicated catalyst temperature sensor is provided. For example, in the embodiment (3) in Patent Document 1 described above, the catalyst at the time of engine start is based on the stop time after engine stop, the catalyst temperature at the time of engine stop, and the intake air temperature (or cooling water temperature). The temperature is estimated, and the catalyst temperature after starting the engine is estimated based on the catalyst temperature at the time of starting the engine in consideration of the operation state related to the catalyst temperature such as the engine speed, the intake air flow rate, and the vehicle speed.

JP, 9-310612, A paragraphs [0064]-[0077], FIG. 13, etc.

  When the engine is started, particularly when the cold machine is started in a cold environment, moisture generated by dew condensation inside the exhaust pipe, so-called condensed water, flows into the catalyst, and the catalyst temperature decreases due to the heat of vaporization taken away when the condensed water evaporates. Since it is extremely difficult to accurately grasp the temperature drop due to such condensed water, it is possible to accurately estimate the catalyst temperature from the operating conditions related to the catalyst temperature such as the intake air amount, engine speed, and vehicle speed. Can not.

  Therefore, in such a situation where the condensed water can remain immediately after the engine is started, the catalyst temperature is not estimated by fixing the catalyst temperature to a value corresponding to the outside temperature at the time of starting the engine, for example, and the condensed water is not evaporated. By starting the estimation of the catalyst temperature based on the operating state related to the catalyst temperature after waiting for this, it is possible to suppress / avoid the estimation of the catalyst temperature due to the influence of the remaining condensed water. it can. The presence or absence of condensed water is determined by, for example, accumulating the intake air flow rate (air flow rate through the catalyst) from the time of starting the engine, and determining that the condensed water has disappeared when this intake air flow integrated value exceeds a predetermined determination value. .

  However, in the case of an idle stop vehicle that performs an idle stop that automatically stops the internal combustion engine when a predetermined idle stop condition such as waiting for a signal is established, the idle stop time varies depending on the driving situation. Condensed water is not always generated even in a cold environment, and the following new problem arises when the catalyst temperature is estimated.

  For example, if the estimated catalyst temperature is temporarily held during idle stop and the catalyst temperature is resumed when restarting from idle stop, this new value will be used when condensed water is generated again when the idle stop time increases. The temperature drop due to the generated condensed water is not reflected, and the estimated value of the catalyst temperature may exceed the actual catalyst temperature. In this case, it is erroneously determined that the catalyst is active despite the fact that the catalyst is not actually active, leading to deterioration of exhaust emission, and an accurate diagnosis of catalyst deterioration cannot be performed.

  On the other hand, if the catalyst temperature is reset to the outside air temperature in anticipation of the occurrence of condensed water at the idle stop, and the estimation of the catalyst temperature is restarted at the restart from the idle stop, the condensed water will not be newly generated. Since the catalyst temperature is reset even in the case of a single idle stop, the estimated value of the catalyst temperature is significantly lower than the actual catalyst temperature. Thus, if the deviation of the estimated catalyst temperature to the lower side becomes larger, the frequency / opportunity of the catalyst deterioration diagnosis will decrease, and the exhaust performance and fuel efficiency performance will decrease due to unnecessary control of the catalyst temperature rise. There is a problem.

  The present invention has been made in view of such problems. That is, the present invention performs an idle stop that automatically stops the internal combustion engine when a predetermined idle stop condition is satisfied, and an idle that automatically restarts the internal combustion engine when the predetermined restart condition is satisfied during the idle stop. In a stop vehicle, a catalyst temperature estimating means for estimating the catalyst temperature of the catalyst provided in the exhaust passage of the internal combustion engine, and a catalyst for diagnosing the catalyst when the estimated value of the catalyst temperature is equal to or higher than a predetermined catalyst activation temperature An intake flow rate integration unit that calculates an intake flow rate integrated value by integrating the intake flow rate from when the engine is started, and the intake flow rate integration unit performs the intake flow rate for a predetermined time from the start of idle stop. The integrated value is set based on the value at the start of idle stop, and when the predetermined time has elapsed, the intake flow integrated value is reset to the initial value. The catalyst temperature estimation means estimates the catalyst temperature according to the operating state of the internal combustion engine related to the catalyst temperature when the intake air flow integrated value exceeds a predetermined determination value. It is said.

  That is, in the present invention, whether or not condensed water remains in the exhaust system including the catalyst is determined by comparing the intake air flow rate integrated value with the determination value. If the determination value is exceeded, the condensed water remains. The catalyst temperature is estimated based on the determination that the catalyst temperature is not greater than the criterion value. If it is equal to or less than the criterion value, it is determined that condensed water remains, and basically the catalyst temperature is not estimated. Fix to the temperature equivalent value. Then, this intake flow rate integrated value is held or reset according to the length of the idle stop. That is, until the idling stop has elapsed for a predetermined time, it is determined that condensed water has not been generated or increased so much that the estimation of the catalyst temperature is adversely affected (which causes an error), and the integrated intake flow rate is started. When the idle stop has passed for a predetermined time, it is determined that the condensed water is generated and increased again so as to adversely affect the estimation of the catalyst temperature, and the intake flow rate integrated value is set to the initial value, for example, Reset to zero. As described above, in the present invention, since the intake air flow rate integrated value is held or reset according to the idle stop length, the estimation of the catalyst temperature has already been started (that is, the catalyst temperature is already estimated). Regardless of whether or not the condensed water has evaporated once after the engine is started), the remaining state of the condensed water in the exhaust system due to the influence of the idle stop can be accurately reflected in the integrated intake flow rate. Therefore, by starting or resetting the estimation of the catalyst temperature in accordance with the intake flow rate integrated value, the influence of the condensed water due to the idle stop can be accurately reflected in the catalyst temperature.

  According to the present invention, the intake flow rate integrated value is held or reset in consideration of the generation or increase of condensed water according to the length of the idle stop, and the vehicle operation related to the catalyst temperature is determined according to the intake flow rate integrated value. Since it is determined whether to estimate the catalyst temperature according to the state, it suppresses the decrease in the estimation accuracy of the catalyst temperature due to the influence of condensed water, thereby improving the accuracy and opportunity / frequency of the catalyst deterioration diagnosis be able to.

The system block diagram which shows the catalyst temperature estimation apparatus of the idle vehicle which concerns on one Example of this invention. The flowchart which shows the flow of the estimation control of the catalyst temperature of the said Example. The characteristic view which shows the setting table of the predetermined time of the idle stop by external temperature. Explanatory drawing which shows simply the switching process of the estimated value of catalyst temperature, and an external temperature equivalent value. The timing chart which shows changes, such as a catalyst temperature in a 1st driving | running scene, an intake air flow integrated value. The timing chart which shows changes, such as a catalyst temperature in a 2nd driving | running scene, an intake air flow integrated value. The timing chart which shows changes, such as a catalyst temperature in a 3rd driving | running scene, an intake air flow integrated value.

  Hereinafter, a preferred embodiment of the present invention will be described with reference to the drawings. Referring to FIG. 1, in an intake passage 12 of an internal combustion engine 11, a fuel injection valve 14 for supplying fuel toward an intake port is disposed for each cylinder, and a throttle valve 15 is interposed. On the upstream side, for example, a hot-wire air flow meter 16 for detecting the intake air amount is disposed, and an intake air temperature sensor for detecting the intake air temperature is built in the air flow meter 16.

  A three-way catalyst 17 is interposed in the exhaust passage 13. A downstream three-way catalyst 17A may be provided downstream of the three-way catalyst 17. An upstream air-fuel ratio sensor 18 is disposed at an upstream position of the catalyst 17, and a downstream air-fuel ratio sensor 19 is disposed at a downstream position. These air-fuel ratio sensors 18 and 19 generate an electromotive force according to the residual oxygen concentration in the exhaust gas, and particularly have a characteristic that the electromotive force suddenly changes stepwise with the stoichiometric air-fuel ratio as a boundary.

  Further, the internal combustion engine 11 is provided with a water temperature sensor 20 that detects the cooling water temperature of the internal combustion engine. The crank angle sensor 21 generates a pulse signal at every predetermined crank angle and is provided to detect the engine speed. In the present embodiment, a sensor for detecting the exhaust temperature and the catalyst temperature is not provided in the exhaust passage 13 on the downstream side of the catalyst 17 mainly for simplification and cost reduction. As will be described later, the catalyst temperature is estimated based on an operating state such as an intake air amount having a high correlation.

  The control unit 23 (control unit) to which the detection signals of the various sensors described above are input is composed mainly of a microcontroller, and controls the injection amount of the fuel injection valve 14 based on the air-fuel ratio sensors 18 and 19, that is, a feedback control system. The air-fuel ratio control is executed, and the catalyst is diagnosed for deterioration. When it is determined that there is deterioration, the warning lamp 24 is turned on.

  In the catalyst deterioration diagnosis apparatus according to the present embodiment, a conventional index value (a value indicating the degree of catalyst deterioration) used for determining the presence or absence of catalyst deterioration can be applied. For example, assuming that the rich and lean inversion cycle of the output signal of the upstream air-fuel ratio sensor 18 is T1, and the rich and lean inversion cycle T2 of the output signal of the downstream air-fuel ratio sensor 19 is T2, and the cycle T1 Ratio (T2 / T1) is obtained as an index value, and it is determined that the catalyst has deteriorated when this ratio falls below a threshold value. Here, after the internal combustion engine 11 (engine) is started, the state of the catalyst 17 (the rich state or the lean state in the active state) is constantly monitored, and the threshold used for determining the catalyst deterioration is sequentially updated according to the catalyst state. I will do it. In addition, the index value of the catalyst deterioration diagnostic apparatus of the present embodiment is not limited to this.

  FIG. 2 is a flowchart showing the flow of the catalyst temperature estimation process stored and executed by the control unit 23 described above. The catalytic activity estimated in this routine is used to determine the active state of the catalyst. That is, if the estimated catalytic temperature reaches a predetermined active temperature, it is determined that the catalyst is in the active state. The catalyst deterioration diagnosis as described above is performed. It should be noted that such an estimated value of the catalyst temperature ensures that the catalyst is within a temperature range where the diagnosis can be performed, that is, the diagnosis is performed when the catalyst is not activated so that an erroneous failure determination is not made. Therefore, the estimation accuracy must be good, and the actual catalyst temperature must never be exceeded. That is, it is necessary to approximate the actual catalyst temperature as much as possible without exceeding the actual catalyst temperature. Based on such an estimated temperature, the estimated value does not exceed the actual temperature, so it is possible to prevent a misdiagnosis by making a diagnosis when the catalyst is inactive, and the actual temperature is well approximated. Missing opportunities for diagnosis can be reduced.

  The vehicle to which the present embodiment is applied performs an idle stop that automatically stops the internal combustion engine when a predetermined idle stop condition is satisfied such as when waiting for a signal, and when a predetermined restart condition is satisfied during the idle stop. The internal combustion engine is automatically restarted. The idle stop condition is, for example, that the brake pedal is depressed, the accelerator pedal is not depressed, and the battery charge amount remains at a predetermined amount or more. The restart condition is that the brake pedal is released during the idle stop, or that the battery charge amount falls below a predetermined amount.

  Note that the “idle stop vehicle” in this specification refers to a vehicle having only the internal combustion engine 11 except for a starter motor for starting an engine that can drive a small amount of vehicle as a vehicle drive source as in this embodiment. For example, a hybrid vehicle using both an internal combustion engine and a motor as a vehicle drive source is also included. In such a hybrid vehicle, it is possible to automatically stop the internal combustion engine and run with the motor as in the motor running state. “Idle stop” in the embodiment of the present specification basically means a state in which the internal combustion engine is automatically stopped in a vehicle stopped state (a vehicle speed is 0), but a motor in a hybrid vehicle. This may include automatic stopping of the internal combustion engine in the running state.

  In step S11, it is determined whether the engine is idling stop, that is, whether the engine is stopped. If the engine is in actual operation, step S11 is denied and the routine proceeds to step S12, where the intake air flow rate integrated value SUMQI is integrated. The intake flow rate integrated value SUMQI is used as an index value for determining whether or not condensed water remains in the exhaust system including the catalyst 17 by comparison with the determination value SQASL (see step S16). It is initialized to 0, which is an initial value when the engine is first started by the ignition key, and corresponds to a value obtained by integrating the intake air flow rate from the time of starting the engine. That is, the intake flow rate integrated value SUMQI corresponds to the total amount of air (exhaust gas) flowing through the exhaust passage 13 provided with the catalyst 17 during actual operation of the engine. For example, the intake air amount detected by the air flow meter 16 is integrated. Is required.

  The processing in steps S13 to S15 is a main part of the present embodiment, and the intake flow rate integrated value SUMQI, which is an index value indicating whether or not condensed water remains in the exhaust system, is maintained according to the length of the idle stop. By resetting to the initial value (0), the influence of the re-generation or increase of the condensed water due to the idle stop is reflected in the intake flow rate integrated value SUMQI.

  Specifically, if the engine is in an idle stop (engine stop), the process proceeds from step S11 to step S13, and it is determined whether the elapsed time from the start time of the idle stop, that is, the idle stop time has passed the predetermined time ΔT. This predetermined time ΔT is a time when the temperature of the exhaust system including the catalyst is lowered while the engine is stopped, so that condensed water is generated and increased again in the exhaust system, which adversely affects the estimation of the catalyst temperature. It is equivalent to. Since the temperature of the exhaust system including the catalyst when the engine is stopped is highly correlated with the outside air temperature, the predetermined time ΔT is set according to the outside air temperature, as shown in FIG. It is set in a form substantially proportional to the outside air temperature so that it becomes longer when the temperature is high, and in this embodiment, it is set to a value of about 150 to 300 seconds.

  In this embodiment, the outside air temperature is estimated from the detection signal of the intake air temperature sensor built in the air flow meter 16, but the outside air temperature may be directly detected by the sensor. In this embodiment, the outside air temperature is used as an index value having a high correlation with the catalyst temperature. Alternatively, the engine water temperature detected by the water temperature sensor 20 may be used instead, or an exhaust gas temperature sensor is provided. In this case, the exhaust temperature by the exhaust temperature sensor may be used instead of the outside air temperature.

  If the idling stop has passed the predetermined time ΔT, the process proceeds from step S13 to step S14, and it is determined that condensed water is generated / increased enough to adversely affect the estimation of the catalyst temperature, and the intake flow rate integrated value SUMQI is set to the initial value. To 0 “zero”. The initial value is not necessarily 0, and can be set to an appropriate initial value in the vicinity of 0 in consideration of, for example, flow rate and temperature variations. Further, in this embodiment, for the sake of simplification of control, the same initial value “0” as that at the time of engine start is used at the time of resetting during idling stop. At the time of the internal reset, the initial value may be set higher than that at the time of engine start in consideration of an increase in ambient temperature.

  On the other hand, if the duration of the idle stop is within the predetermined time ΔT, it is determined that the condensed water is not newly generated / increased enough to adversely affect the estimation of the catalyst temperature, and the process proceeds from step S13 to step S15. Is held and fixed at the intake flow rate integrated value SUMQI at the start of idling stop. That is, during idle stop, air does not flow through the intake passage or exhaust passage, so the intake flow rate integrated value SUMQI is not accumulated or reset, but is fixed to the value at the start point of idle stop. Note that the intake flow rate integrated value SUMQI within the predetermined time ΔT does not necessarily need to be held constant and fixed at the intake flow rate integrated value SUMQI at the start of idle stop, and is based on the intake flow rate integrated value SUMQI at the start of idle stop. Considering that the value, for example, the catalyst temperature gradually decreases, the rate of decrease with respect to time may be set to a value that gradually decreases constantly.

  In step S16, it is determined whether the intake flow rate integrated value SUMQI set / updated in steps S12, S14, and S16 above exceeds a predetermined determination value SQASL. This determination value SQASL is a value corresponding to the total amount of the intake flow rate (exhaust flow rate) that can evaporate the condensed water generated in the exhaust system, and is a value that is adapted and set in advance.

  If the intake air flow rate integrated value SUMQI exceeds the determination value SQASL, it is determined that the condensed water has already evaporated and does not adversely affect the estimation of the catalyst temperature by the condensed water, and the process proceeds to step S17. The catalyst temperature is estimated on the basis of the vehicle operating state having a high correlation. For example, as shown in FIG. 4, based on various parameters representing the engine operating state such as engine water temperature, fuel injection amount, engine speed (engine speed) and intake air amount, and the vehicle speed as the vehicle operating state, the catalyst Estimate temperature. That is, the amount of heat supplied to the catalyst is calculated based on the engine load (or fuel injection amount and exhaust temperature, the same applies hereinafter) and the engine speed (exhaust flow rate), and the heat conduction by the intake air amount (exhaust flow rate), vehicle speed The estimated value of the catalyst temperature is calculated in consideration of the correction based on the traveling wind and engine water temperature. Basically, the estimated value of the catalyst temperature is calculated so as to increase as the engine water temperature, fuel injection amount, engine speed and intake air amount increase, and decrease as the vehicle speed increases.

  The estimation of the catalyst temperature is not limited to this. For example, in the case of a configuration including an exhaust temperature sensor that detects the temperature of the exhaust, the catalyst temperature may be estimated mainly based on the exhaust temperature. .

  On the other hand, if the intake flow rate integrated value SUMQI is equal to or less than the determination value SQASL, it is determined that condensed water remains in the exhaust system, and that the catalyst temperature cannot be accurately estimated due to the influence of the condensed water. Proceeding to S18, the value corresponding to the outside air temperature based on the outside air temperature is set as the catalyst temperature. In other words, under a predetermined condition including that the intake air flow rate integrated value SUMQI is equal to or less than the determination value SQASL, the catalyst temperature is not estimated according to the vehicle operating state as described above, and the catalyst temperature is adjusted according to the outside air temperature. Fix to the temperature equivalent value.

  In the present embodiment, the catalyst temperature is simply fixed to a value corresponding to the outside air temperature corresponding to the outside air temperature, only on the condition that the intake air flow rate integrated value SUMQI is the determination value SQASL. For example, when the intake flow rate integrated value SUMQI falls below the determination value SQASL during the idling stop, the catalyst temperature is set to the outside air temperature during the automatic restart from the idling stop in consideration of the fall of the catalyst temperature (outside air temperature). You may make it fix to the external temperature equivalent value according to. That is, during the operation of the internal combustion engine in which the catalyst is diagnosed, the estimated value of the catalyst temperature may be set to a value corresponding to the outside air temperature according to the outside air temperature when the integrated value of the intake air flow rate is equal to or less than a determination value. it can.

  In the present embodiment, the outside air temperature at the start of the idle stop (when the engine is stopped) is used as the outside air temperature equivalent value in a simple manner. It may be used as an equivalent value. In addition, in the case of mounting an exhaust temperature sensor that detects an exhaust temperature closer to the actual catalyst temperature, the value of the exhaust temperature sensor may be used as the outside air temperature equivalent value.

  5 to 7 are timing charts showing changes in the catalyst temperature, the intake air flow rate integrated value SUMQI, and the like in three typical operation scenes. In the figure, the catalyst temperature characteristic tCAT represents the actual catalyst temperature. Further, time t1 represents the first engine start time by the ignition key operation, and ΔIT represents a period during idling stop. The solid line characteristics of the catalyst temperature and the intake air flow rate integrated value SUMQI are those when the above-described embodiment is applied, and the broken line characteristic indicates the characteristic of the comparative example.

  FIG. 5 shows an operation scene in which a long idle stop ΔIT exceeding a predetermined time ΔT is performed before the intake flow rate integrated value SUMQI reaches the determination value SQASL after the engine is started. Thus, when the long idle stop ΔIT exceeding the predetermined time ΔT is performed, the temperature of the exhaust system is lowered, and the water (condensed water) in the exhaust system is generated so as to adversely affect the estimation of the catalyst temperature. Therefore, in this embodiment, the intake flow rate integrated value SUMQI is reset to the initial value 0 at the time t2 when the idle stop ΔIT exceeds the predetermined time ΔT. Thereby, it is possible to avoid the estimation of the catalyst temperature from greatly varying due to the influence of the condensed water increased again due to the long idle stop. That is, the estimation of the catalyst temperature is avoided in the state where the condensed water remains, and the situation where the estimated catalyst temperature exceeds the actual catalyst temperature tCAT due to the temperature drop due to the evaporation of the condensed water is avoided. be able to.

  On the other hand, in the comparative example indicated by the broken line characteristic, during the idle stop ΔIT, the intake flow rate integrated value SUMQI is fixed to the value at the start of the idle stop, and the integration of the intake flow rate integrated value SUMQI is restarted when the engine is restarted. Show. In such a comparative example, the estimation of the catalyst temperature is started at the timing t3 when the intake air flow rate integrated value SUMQI exceeds the determination value SQASL, although the actual temperature increase of the catalyst is slow due to the influence of moisture in the catalyst. Therefore, as indicated by F1 in the figure, the estimated value of the catalyst temperature may exceed the actual catalyst temperature.

  In this embodiment, the intake air flow rate integrated value SUMQI is reset in consideration of the influence of moisture in the catalyst, so that the estimated value of the catalyst temperature does not exceed the actual catalyst temperature and the catalyst is not activated. It is possible to avoid making a wrong diagnosis by making a diagnosis.

  FIG. 6 shows an operation scene in which there is a first short idle stop ΔIT1 before the intake flow rate integrated value SUMQI reaches the determination value SQASL after the engine is started, and then a second idle stop ΔIT2. As shown in the figure, in this embodiment, in any of the idle stops ΔIT1, ΔIT2, since the idle stop is completed before the idle stop time reaches the predetermined time ΔT, the intake flow rate integrated value SUMQI is idle. It is held at the value at the start of the stop. On the other hand, the comparative example shows a case where the intake flow rate integrated value SUMQI is initialized to 0 at the start of the idle stop ΔIT, and when the engine is automatically restarted from the idle stop ΔIT, Similarly, integration of the intake flow rate integrated value SUMQI is started. Since the intake flow rate integrated value SUMQI is reset to 0 every idle stop ΔIT1, ΔIT2 (t4, t6), the intake flow rate integrated value SUMQI is significantly lower than in this embodiment.

Here, the moisture (condensed water) in the catalyst gradually decreases due to evaporation as the intake flow rate integrated value SUMQI increases (that is, the exhaust temperature increases) from the engine start start time t1, but the intake flow rate integrated value Even if a short single idle stop ΔIT1 is performed before the SUMQI reaches the determination value SQASL, the temperature in the exhaust system is only slightly decreased, so that the moisture (condensed water) in the catalyst hardly increases again. In spite of the fact that there is no, when the intake flow rate integrated value SUMQI is reset to 0 every idle stop as in the comparative example, even if the condensed water is actually evaporated by a sufficient intake flow rate (exhaust amount), The value of the intake air flow integrated value SUMQI cannot reach the determination value SQASL, and the catalyst temperature remains fixed at the value corresponding to the outside air temperature. Deviation becomes larger. In the comparative example shown in FIG. 6, the estimation of the catalyst temperature does not start any time.

  On the other hand, in the present embodiment, as described above, the intake flow rate integrated value SUMQI is not reset if the idle stop is performed for a short period (that is, within a predetermined time ΔT) that does not cause a significant decrease in the exhaust temperature. Since the intake air flow rate integrated value SUMQI does not become unnecessarily low as in the comparative example, the catalyst temperature is estimated at time t5 when the intake air flow rate integrated value SUMQI reaches the determination value SQASL. By starting properly, the deviation from the actual catalyst temperature tCAT can be suppressed sufficiently smaller than that of the comparative example. This reduces missed catalyst diagnostic opportunities.

  FIG. 7 shows an operation scene in which the intake flow rate integrated value SUMQI exceeds the determination value SQASL at t1 after the engine is started and the estimation of the catalyst temperature is once started (t7), and then a long idle stop ΔIT exceeding a predetermined time ΔT is performed. Show. As shown in the figure, in the comparative example, once the intake flow rate integrated value SUMQI exceeds the determination value SQASL, it is not assumed that condensed water is generated or increased again, and the intake flow rate integrated value SUMQI is referred to. In addition, since the estimation of the catalyst temperature is continued even during the idle stop ΔIT, the catalyst temperature decrease when the condensed water evaporates is not taken into consideration, and the estimated value of the catalyst temperature is indicated by symbol F2. May exceed the actual catalyst temperature.

On the other hand, in this embodiment, even after the start of the estimation of the catalyst temperature, that is, when the condensed water has once evaporated, if the relatively long idle stop ΔIT exceeding the predetermined time ΔT is performed, the exhaust system is again performed. In consideration of the occurrence of condensed water in the intake air, the intake air flow rate integrated value SUMQI is reset to 0 (t8). That is, the influence of the condensed water generated again due to the prolonged idle stop is reflected in the intake flow rate integrated value SUMQI. As a result, the intake air flow integrated value SUMQI falls below the determination value SQASL, and the catalyst temperature is fixed to the outside air temperature equivalent value until the intake air flow integrated value SUMQI exceeds the determination value SQASL again. For this reason, the estimation of the catalyst temperature does not vary due to the influence of the condensed water generated again due to the prolonged idle stop, and the situation where the estimated value becomes higher than the actual catalyst temperature as in the comparative example can be avoided. it can.

  As described above, according to this embodiment, it is determined whether or not condensed water remains in the exhaust system by comparing the intake flow rate integrated value SUMQI, which is a value obtained by integrating the intake flow rate from the start of the engine, with the determination value SQASL. The intake flow rate integrated value SUMQI is maintained or reset depending on the length of the idle stop regardless of whether the catalyst temperature is estimated or not. The integrated value SUMQI can favorably reflect the influence of the increase or decrease of the condensed water due to idle stop. Therefore, by starting or resetting the estimation of the catalyst temperature based on the intake flow rate integrated value SUMQI, the catalyst temperature can be estimated in a manner that also reflects the influence of the increase or decrease of the condensed water due to the idle stop. In such various operation scenes, the deviation from the actual catalyst temperature can be sufficiently suppressed while the catalyst temperature is suppressed to be lower than the actual catalyst temperature.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 12 ... Intake passage 13 ... Exhaust passage 14 ... Fuel injection valve 15 ... Throttle valve 16 ... Air flow meter 17, 17A ... Catalyst 18, 19 ... Air-fuel ratio sensor 20 ... Water temperature sensor 23 ... Control unit

Claims (4)

In an idle stop vehicle that performs an idle stop that automatically stops the internal combustion engine when a predetermined idle stop condition is satisfied, and that automatically restarts the internal combustion engine when a predetermined restart condition is satisfied during the idle stop,
Catalyst temperature estimating means for estimating the catalyst temperature of the catalyst provided in the exhaust passage of the internal combustion engine;
Catalyst diagnostic means for diagnosing the catalyst when the estimated value of the catalyst temperature is equal to or higher than a predetermined catalyst activation temperature;
Intake flow rate integration means for calculating the intake flow rate integrated value by integrating the intake flow rate from the time of starting the engine,
The intake flow rate integrating means, from the start of the idle stop until passage of a predetermined time, and holds the value based on the value of the idle stop start-the intake air flow rate integrated value, after a lapse of the predetermined time, the intake air flow Reset the accumulated value to the initial value,
The predetermined time is set corresponding to the time from the start of idle stop until condensed water is generated in the exhaust passage,
The catalyst temperature estimation means estimates the catalyst temperature according to the operating state of the internal combustion engine related to the catalyst temperature when the intake air flow integrated value exceeds a predetermined determination value.
An apparatus for estimating catalyst temperature of an idle stop vehicle.   2. The catalyst temperature of the idle stop vehicle according to claim 1, wherein the predetermined time is set according to the outside air temperature so as to be shorter when the outside air temperature is low than when the outside air temperature is high. Estimating device. An outside air temperature detecting means for detecting or estimating the outside air temperature;
3. The catalyst temperature estimating means, wherein the estimated value of the catalyst temperature is a value corresponding to an outside air temperature corresponding to the outside air temperature when the intake air flow integrated value is equal to or less than a determination value. The catalyst temperature estimation apparatus of the idle stop vehicle described in 1.   The catalyst temperature estimating means corresponds to an outside air temperature corresponding to the outside air temperature when the integrated value of the intake air flow is equal to or less than a determination value during operation of the internal combustion engine in which the catalyst is diagnosed. The catalyst temperature estimation device for an idle stop vehicle according to claim 3, wherein the value is a value.

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