JP6238729B2 - Control device for internal combustion engine - Google Patents

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. In order to efficiently purify all of HC, CO, and NO _x , it is necessary to keep the air-fuel ratio of the exhaust gas within a certain range near the stoichiometric air-fuel ratio called a window. For this purpose, air-fuel ratio sensors are arranged upstream and downstream of the catalyst, a double feedback loop using the output signals of these air-fuel ratio sensors is constructed, and the air-fuel ratio is feedback controlled.

  FIG. 7 shows the contents of this air-fuel ratio feedback control. An ECU (Electronic Control Unit) that controls the operation of the internal combustion engine has a feedback correction that varies according to the air-fuel ratio of the gas flowing into the catalyst to a basic injection amount that is proportional to the amount of intake air (fresh air) that fills the cylinder. By multiplying by the coefficient FAF, the fuel injection amount from the injector is determined.

The ECU compares the output voltage of the front O ₂ sensor that detects the air-fuel ratio of the gas upstream of the catalyst with a voltage value (represented by a chain line) corresponding to the target air-fuel ratio and if it is higher than the target voltage value. If the air-fuel ratio is rich and lower than the target voltage value, it is determined that the air-fuel ratio is lean. However, when the output voltage of the front O ₂ sensor fluctuates so as to cross over the target voltage value, the determination result of the air-fuel ratio is not reversed immediately, but the determination result is reversed after waiting for the delay time to elapse. That is, when the output voltage of the front O ₂ sensor is switched from lean to rich (exceeding the target voltage value), it is determined that the air-fuel ratio has been reversed from lean to rich after the elapse of the rich determination delay time TDR. . In addition, when the output voltage of the front O ₂ sensor is switched from rich to lean (below the target voltage value), it is determined that the air-fuel ratio has been reversed from rich to lean after the lean determination delay time TDL has elapsed. .

  The ECU adjusts the feedback correction coefficient FAF to increase or decrease based on the determination result of the air-fuel ratio of the gas upstream of the catalyst. Specifically, while it is determined that the air-fuel ratio is rich, the feedback correction coefficient FAF is decreased by the lean integrated value KIM per unit time, while while the air-fuel ratio is determined to be lean, feedback is performed. The correction coefficient FAF is increased by the rich integral value KIP per unit time (see the following patent document).

JP 2010-138791 A

According to the above air-fuel ratio feedback control, the feedback correction coefficient FAF is increased during the rich determination delay time TDR immediately after the output voltage of the front O ₂ sensor is switched from lean to rich. Despite the fact that the actual air / fuel ratio of the gas is already rich compared to the target air / fuel ratio, the fuel injection amount is corrected to increase, so the air / fuel ratio deviates from the target. There is concern that the amount will increase.

Similarly, the feedback correction coefficient FAF is reduced during the lean determination delay time TDL immediately after the output voltage of the front O ₂ sensor is switched from rich to lean. Even though the actual air / fuel ratio of the gas is already lean compared to the target air / fuel ratio, the fuel injection amount is corrected to decrease, so that the air / fuel ratio deviates from the target and the emission of harmful substances increases. In addition to inviting, there is a concern that misfire may occur in the combustion chamber of the cylinder and drivability may be reduced.

  The present invention has been made by paying attention to the above-mentioned problem for the first time, and an object of the present invention is to further improve the accuracy of air-fuel ratio control by preventing overcorrection of the fuel injection amount.

  The present invention provides a control device that feedback-controls an air-fuel ratio with reference to an output signal of an air-fuel ratio sensor provided upstream of an exhaust purification catalyst in an exhaust passage of an internal combustion engine, the output signal of the air-fuel ratio sensor Is compared with the target value corresponding to the target air-fuel ratio, and it is determined whether the current air-fuel ratio is leaner or richer than the target air-fuel ratio according to the magnitude relationship. While the fuel injection amount is determined to be lean, the correction amount is changed so as to gradually increase the fuel injection amount, while the fuel injection is performed while the current air-fuel ratio is determined to be richer than the target air-fuel ratio. The correction amount is changed so as to gradually decrease the amount, and when the output signal of the air-fuel ratio sensor changes so as to cross the target value, the result of the determination is not reversed immediately but is delayed. Time The amount of change per unit time (or control cycle, calculation cycle) of the correction amount during the delay time is determined as the correction amount outside the delay time. The control device for the internal combustion engine is configured to be smaller (including zero) than the amount of change per unit time.

  By measuring the elapsed time from forcibly changing the upstream air-fuel ratio of the exhaust purification catalyst in the exhaust passage of the internal combustion engine until the downstream air-fuel ratio changes, the oxygen storage capacity of the catalyst And having a diagnosis function for performing a deterioration diagnosis of the catalyst by comparing the estimated oxygen storage capacity with a determination threshold value, a unit time of the correction amount when the deterioration diagnosis is being executed. It is preferable to make the per-change amount larger than the change amount per unit time of the correction amount when the deterioration diagnosis is not executed. Then, the deterioration diagnosis of the catalyst can be promptly performed.

  According to the present invention, overcorrection of the fuel injection amount can be prevented and the accuracy of air-fuel ratio control can be further improved.

The figure which shows schematic structure of the internal combustion engine and control apparatus in one Embodiment of this invention. Timing diagram illustrating the pattern of the air-fuel ratio feedback control with reference to the output of the front O ₂ sensor. The graph which illustrates the relationship between control center correction amount FACF and delay time TDR, TDL. Timing diagram illustrating the pattern of the air-fuel ratio feedback control with reference to the output of the rear O ₂ sensor. The timing diagram explaining the content of the active control for the diagnosis of a catalyst. Timing diagram illustrating the pattern of the air-fuel ratio feedback control with reference to the output of the front O ₂ sensor. The timing diagram which shows the pattern of the conventional air fuel ratio feedback control.

  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 four-stroke 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. In the present embodiment, an O ₂ sensor that outputs a voltage signal corresponding to the oxygen concentration in the exhaust gas is assumed for each of the upstream and downstream air-fuel ratio sensors 43 and 44 of the catalyst 41. The output characteristics of the O ₂ sensors 43 and 44 show a large and steep slope of the output change rate with respect to the air-fuel ratio in the window range, and asymptotically approach the low saturation value in the lean region where the air-fuel ratio is larger than that. In a small rich region, a so-called Z characteristic curve that draws an asymptotic approach to a high saturation value is drawn.

  An external EGR (Exhaust Gas Recirculation) device 2 is attached to the internal combustion engine of the present embodiment. The external EGR device 2 realizes a so-called high-pressure loop EGR. The EGR device 21 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 in the EGR passage 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.

  The ECU 0 as the control device of 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 to detect the coolant temperature of the engine, and the air-fuel ratio of the exhaust gas upstream of the catalyst 41 are detected. An air-fuel ratio signal f output from the air-fuel ratio sensor 43 and an air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas downstream of the catalyst 41 The air-fuel ratio signal g outputted from the 4, the cam angle signal h or the like to be output from the cam angle sensor is input in a plurality of cam angle of the intake camshaft or an exhaust camshaft.

  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 (Including the number of times of fuel injection for combustion), fuel injection pressure, ignition timing, required EGR rate (or EGR amount), 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 of the catalyst 41. Further, various correction coefficients K determined according to the state of the internal combustion engine and the invalid injection time of the injector 36 The final fuel injection time (energization time for the injector 11) T is calculated in consideration of TAUV. The fuel injection time T is
T = TP × FAF × K + TAUV
It becomes. Then, 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 signal f on the upstream side of the catalyst 41 is performed, for example, when the cooling water temperature of the internal combustion engine is equal to or higher than a predetermined temperature, the fuel is not cut, the power is not increased, and the predetermined time has elapsed from the start of the internal combustion engine. Is performed when all conditions such as the front O ₂ sensor 43 is active and the intake pressure is normal are satisfied.

As shown in FIG. 2, the ECU 0 represents the output voltage f of the front O ₂ sensor 43, which is a sensor for detecting the air-fuel ratio of the gas upstream of the catalyst 41, as a target voltage value (represented by a chain line) corresponding to the target air-fuel ratio. ), It is determined to be rich if it is higher than the target voltage value, and lean if it is lower than the target voltage value.

However, when the output voltage f of the front O ₂ sensor 43 fluctuates so as to cross over the target voltage value, the determination result of the delay time TDR and TDL is not waited for, but the determination result is waited for after the delay times TDR and TDL have elapsed. Is reversed. That is, the ECU 0 determines that the air-fuel ratio is still lean when the output voltage f of the front O ₂ sensor 43 is switched from lean to rich (beyond the target voltage value), and the rich determination delay time from that point. It is determined that the air-fuel ratio has become rich only after the TDR has elapsed. Similarly, when the output voltage f of the front O ₂ sensor 43 is switched from rich to lean (below the target voltage value), it is determined that the air-fuel ratio is still rich, and the lean determination delay time TDL is determined from that point. It is determined that the air-fuel ratio has become lean for the first time after elapse.

  Then, the ECU 0 increases or decreases the feedback correction coefficient FAF based on the determination result of the air-fuel ratio of the gas upstream of the catalyst 41 described above. Specifically, while it is determined that the air-fuel ratio is rich, the feedback correction coefficient FAF is decreased by a lean integral value KIM (KIM ′ in the delay time TDL) per unit time, while the air-fuel ratio is lean. During the determination, the feedback correction coefficient FAF is increased by the rich integral value KIP per unit time (KIP ′ during the delay time TDR).

  Note that the feedback correction coefficient FAF is decreased by the skip value RSM when the determination result of the gas air-fuel ratio in the ECU 0 is reversed from lean to rich (the delay time TDR has elapsed). At the time when the determination result of the gas air-fuel ratio in the ECU 0 is reversed from rich to lean (the delay time TDL has elapsed), the feedback correction coefficient FAF is increased by the skip value RSP.

  When the feedback correction amount FAF decreases, the fuel injection amount by the injector 11 is reduced, and the air-fuel ratio of the air-fuel mixture moves toward lean. On the contrary, when the feedback correction amount FAF increases, the fuel injection amount by the injector 11 is increased, and the air-fuel ratio of the air-fuel mixture becomes richer.

  The delay times TDR and TDL increase or decrease according to the control center correction amount FACF. FIG. 3 illustrates the relationship between the correction amount FACF and the delay times TDR and TDL. As the correction amount FACF increases, the rich determination delay time TDR (represented by a solid line) is extended, and the lean determination delay time TDL (represented by a broken line) is shortened. In this case, the time when the feedback correction amount FAF starts to decrease from the increase is delayed, and the time when the feedback correction amount FAF starts to decrease increases. As a result, the fuel injection amount increases on average, and the control center of the air-fuel ratio feedback control is displaced to the rich side.

  On the other hand, the smaller the correction amount FACF, the shorter the rich determination delay time TDR and the lean determination delay time TDL. Then, the time when the feedback correction amount FAF starts to decrease from the increase is advanced, and the time when the feedback correction amount FAF starts to increase is delayed. As a result, the fuel injection amount decreases on average, and the control center of the air-fuel ratio feedback control is displaced to the lean side.

The ECU 0 also calculates the control center correction amount FACF during the air-fuel ratio feedback control. In principle, the FACF is determined according to the air-fuel ratio on the downstream side of the catalyst 41. The feedback control with reference to the air-fuel ratio signal g on the downstream side of the catalyst 41 is performed, for example, when the cooling water temperature is equal to or higher than a predetermined temperature and a predetermined time has elapsed since the start of the air-fuel ratio feedback control, and the front O ₂ sensor 43 and / or rear A predetermined time elapses after the O ₂ sensor 44 is activated, the fuel correction amount in the transition period is less than a predetermined value, and the vehicle speed is 0 or less than a predetermined value close to 0 in the idle state or predetermined in the non-idle state. Performed when all conditions such as in the operating range are satisfied.

As shown in FIG. 4, the ECU 0 represents the output voltage g of the rear O ₂ sensor 44, which is a sensor for detecting the air-fuel ratio of the gas downstream of the catalyst 41, as a target voltage value (represented by a chain line) corresponding to the target air-fuel ratio. This voltage value may not match the target voltage value of the output signal f of the front O ₂ sensor 43), and is rich if it is higher than the target voltage value, and if it is lower than the target voltage value. Judged as lean. Then, while the sensor output g is rich, the control center correction amount FACF is decreased by a lean integral value FACFKIM per predetermined time. As described above, the air-fuel ratio control center moves toward lean as the correction amount FACF decreases.

  On the contrary, while the sensor output g is lean, the control center correction amount FACF is increased by the rich integral value FACFKIP per predetermined time. As the correction amount FACF increases, the air-fuel ratio control center moves toward rich.

  Therefore, in the present embodiment, as shown in FIG. 2, the change amounts KIP ′ and KIM ′ (absolute values) per unit time of the feedback correction amount FAF during the delay times TDR and TDL are delayed. The feedback correction amount FAF outside the times TDR and TDL is made smaller than the change amounts KIP and KIM (absolute values thereof) per unit time so as to suppress overcorrection of the fuel injection amount during the delay times TDR and TDL. Yes.

There are several methods for determining the rich integral value KIP ′ during the rich determination delay time TDR and the lean integral value KIM ′ during the lean determination delay time TDL. For example, the rich integration value KIP ′ increases as the change amount (increase or decrease) per unit time of the output signal f of the front O ₂ sensor 43 increases, that is, the change in the output signal f of the front O ₂ sensor 43 becomes steeper. And / or the lean integral value KIM ′ is reduced to prevent overcorrection of the fuel injection amount against the actual air-fuel ratio of the gas flowing into the catalyst 41.

  The rich integrated value KIP ′ and / or the lean integrated value KIM ′ is decreased as the load of the internal combustion engine (accelerator opening, intake pressure in the surge tank 33, fresh air amount or fuel injection amount charged in the cylinder 1) is increased. It is also preferable. This is because as the load on the internal combustion engine is larger, that is, the original basic injection amount TP is larger, the increase or decrease of the fuel injection amount by multiplying the feedback correction coefficient FAF increases, and the influence of overcorrection becomes larger. .

The amount of oxygen flowing into the catalyst 41 may be estimated from the amount of fresh air, the amount of EGR gas, the air-fuel ratio, etc. charged into the cylinder 1, and the lean integrated value KIM ′ may be decreased as the amount of oxygen increases. This prevents excessive leaning of the air-fuel ratio and storage of an excessive amount of oxygen in the catalyst 41, and is effective for stabilizing combustion of the air-fuel mixture and maintaining the NO _x purification ability of the catalyst 41. It is.

  The rich integral value KIP 'and / or the lean integral value KIM' may be set to 0 during steady operation where the amount of change (acceleration or deceleration) per unit time of the engine speed is small below a predetermined value. In this case, the feedback correction amount FAF does not vary during the delay times TDR and TDL and is constant.

  Incidentally, 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. It has a function of performing diagnosis.

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 front O ₂ sensor 43 immediately shows the air-fuel ratio rich. On the other hand, the output signal g of the rear O ₂ sensor 44 shows the air-fuel ratio rich after the output signal f of the front O ₂ sensor 43. Until the output signal g of the rear O ₂ sensor 44 shows air-fuel ratio rich after the output signal f of the front O ₂ sensor 43 shows air-fuel ratio rich (or after the air-fuel mixture is operated to rich air-fuel ratio) This is because the oxygen occluded in the catalyst 41 is released and the lack of oxygen is compensated.

From the output signal f of the front O ₂ sensor 43 indicates a rich air-fuel ratio, the output signal g of the rear O ₂ sensor 44 is the time elapsed between the time indicating the rich air-fuel ratio T _R Distant, this T _R total weight G _F of the fuel that is supplied between, 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 rear O ₂ sensor 44 is shown an air-fuel ratio rich, 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.

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 front O ₂ sensor 43 immediately shows the air-fuel ratio lean. On the other hand, the output signal g of the rear O ₂ sensor 44 indicates an air-fuel ratio lean behind the output signal f of the front O ₂ sensor 43. Until the output signal g of the rear O ₂ sensor 44 indicates the air-fuel ratio lean after the output signal f of the front O ₂ sensor 43 indicates the air-fuel ratio lean (or after the mixture is operated to the air-fuel ratio lean) This is because excess oxygen is adsorbed on the catalyst 41.

From the output signal f of the front O ₂ sensor 43 indicates a lean air-fuel ratio, the time elapsed between the output signal g of the rear O ₂ sensor 44 until they show an air-fuel ratio lean T _L Distant, this T _L If the total weight of the fuel supplied in the meantime 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 _TL 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). Multiplying the number of per-expansion strokes gives the fuel supply per unit time. 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 rear O ₂ sensor 44 indicates the air-fuel ratio lean.

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 the oscillation of the output voltage g of the rear O ₂ sensor 44 which changes every moment during the operation of the internal combustion engine is higher than the threshold (or the oscillation cycle is shorter than the threshold). For example, the time difference between the fluctuation of the output voltage f of the front O ₂ sensor 43 and the fluctuation of the output voltage g of the rear O ₂ sensor 44 is shorter than a threshold value.

  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. 5, in the active control, the control target air-fuel ratio is reached at the timing when the output voltage g of the rear O ₂ sensor 44 reaches a predetermined rich determination value, that is, when the output g is switched from lean to rich. Is set to a predetermined lean air-fuel ratio, and the fuel injection amount is corrected so that the output voltage f of the front O ₂ 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. An elapsed time T from when the output voltage f of the front O ₂ sensor 43 reaches a value corresponding to the control target until the output voltage g of the rear O ₂ sensor 44 reaches a predetermined lean determination value. _L , that is, the elapsed time T _L until the 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 rear O ₂ sensor 44 is switched from rich to lean, the control target air-fuel ratio is set to a predetermined air-fuel ratio on the rich side, and the output voltage f of the front O ₂ sensor 43 becomes the control target. The fuel injection amount is corrected to take a corresponding value. As a result, the air-fuel ratio of the gas flowing into the catalyst 41 is forcibly enriched. An elapsed time T from when the output voltage f of the front O ₂ sensor 43 reaches a value corresponding to the control target until the output voltage g of the rear O ₂ sensor 44 reaches a predetermined lean determination value. _R , that is, the elapsed time T _R until the 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 information (diagnosis code) indicating that the catalyst 41 is abnormal 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.

As shown in FIG. 6, also in the active control for the diagnosis of the catalyst 41, air-fuel ratio feedback control with reference to the output voltage f of the front O ₂ sensor 43 is performed. Target value of the output voltage f at that time, during a period for measuring time T _R becomes a value corresponding to the control target air-fuel ratio richer during the time for measuring the time T _L is the control target air-fuel ratio on the lean side Corresponding value.

  The rich integrated value KIP (the absolute value thereof) in the active control for the diagnosis of the catalyst 41 is the rich integrated value KIP (during non-diagnosis) during normal operation for converging the air-fuel ratio to a target value in the vicinity of the theoretical air-fuel ratio. (Absolute value). The lean integral value KIM (absolute value) in the active control is also set larger than the lean integral value KIM (absolute value) during normal operation.

  In the present embodiment, the control device 0 performs feedback control of the air-fuel ratio with reference to the output signal f of the air-fuel ratio sensor 43 provided upstream of the exhaust purification catalyst 41 in the exhaust passage 4 of the internal combustion engine, The output signal f of the air-fuel ratio sensor 43 is compared with a target value corresponding to the target air-fuel ratio, and it is determined whether the current air-fuel ratio is leaner or richer than the target air-fuel ratio according to the magnitude relationship. While it is determined that the air-fuel ratio of the engine is leaner than the target air-fuel ratio, the correction amount FAF is changed (increased) so as to gradually increase the fuel injection amount, while the current air-fuel ratio is less than the target air-fuel ratio. While it is determined that the fuel is rich, the correction amount FAF is changed (decreased) so as to gradually decrease the fuel injection amount, so that the output signal f of the air-fuel ratio sensor 43 crosses the target value. And changed Does not immediately reverse the result of the determination, but waits for the delay times TDR and TDL to elapse before determining the result of the determination, and the correction amount FAF in the delay times TDR and TDL is determined. The control device 0 for the internal combustion engine is configured such that the change amounts KIM ′ and KIP ′ per unit time are smaller than the change amounts KIM and KIP per unit time of the correction amount FAF outside the delay time.

  According to this embodiment, overcorrection of the fuel injection amount can be prevented, and the accuracy of air-fuel ratio control can be further improved. Accordingly, reduction of harmful substance emissions, improvement of fuel efficiency and reduction of drivability associated with reduction of fuel injection amount are realized.

In addition, elapsed times T _R and T _L from when the air-fuel ratio on the upstream side of the exhaust purification catalyst 41 in the exhaust passage 4 of the internal combustion engine is forcibly changed until the air-fuel ratio on the downstream side fluctuates are changed. When the oxygen storage capacity of the catalyst 41 is estimated through measurement, and the deterioration diagnosis of the catalyst 41 is performed by comparing the estimated magnitude of the oxygen storage capacity with a determination threshold, and the deterioration diagnosis is being executed. The amount of change KIP, KIM per unit time of the correction amount FAF is larger than the amount of change KIP, KIM per unit time of the correction amount FAF when the deterioration diagnosis is not executed. The air-fuel ratio of the gas flowing into the catalyst 41 during the deterioration diagnosis can be quickly enriched / lean, and the time required for the deterioration diagnosis can be shortened.

  The present invention is not limited to the embodiment described in detail above. Various modifications can be made to the specific configuration of each part, processing procedure, and the like 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)
11 ... injector 4 ... exhaust passage 41 ... catalyst 43 ... air-fuel ratio sensor (front O ₂ sensor)
f: Output signal of air-fuel ratio sensor

Claims (1)

A control device that feedback-controls an air-fuel ratio with reference to an output signal of an air-fuel ratio sensor provided upstream of an exhaust purification catalyst in an exhaust passage of an internal combustion engine,
The output signal of the air-fuel ratio sensor is compared with a target value corresponding to the target air-fuel ratio, and it is determined whether the current air-fuel ratio is leaner or richer than the target air-fuel ratio according to the magnitude relationship, While it is determined that the air-fuel ratio is leaner than the target air-fuel ratio, the correction amount is changed to gradually increase the fuel injection amount, while the current air-fuel ratio is determined to be richer than the target air-fuel ratio. The correction amount is changed to gradually decrease the fuel injection amount while
When the output signal of the air-fuel ratio sensor changes so as to cross the target value, instead of immediately inverting the result of the determination, the result of the determination is determined after waiting for the delay time to elapse,
And the amount of change per unit time of the correction amount during the delay time is smaller than the amount of change per unit time of the correction amount outside the delay time ,
By measuring the elapsed time from forcibly changing the upstream air-fuel ratio of the exhaust purification catalyst in the exhaust passage of the internal combustion engine until the downstream air-fuel ratio changes, the oxygen storage capacity of the catalyst The deterioration of the catalyst is diagnosed by comparing the estimated oxygen storage capacity with the determination threshold.
Control of the internal combustion engine that makes the amount of change per unit time of the correction amount when the deterioration diagnosis is executed larger than the amount of change per unit time of the correction amount when the deterioration diagnosis is not executed apparatus.

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