WO2011099164A1 - 内燃機関の触媒劣化診断装置 - Google Patents
内燃機関の触媒劣化診断装置 Download PDFInfo
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- WO2011099164A1 WO2011099164A1 PCT/JP2010/052225 JP2010052225W WO2011099164A1 WO 2011099164 A1 WO2011099164 A1 WO 2011099164A1 JP 2010052225 W JP2010052225 W JP 2010052225W WO 2011099164 A1 WO2011099164 A1 WO 2011099164A1
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- fuel ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/007—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring oxygen or air concentration downstream of the exhaust apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0082—Controlling each cylinder individually per groups or banks
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
- F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
- F01N2550/02—Catalytic activity of catalytic converters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
- F01N2550/03—Monitoring or diagnosing the deterioration of exhaust systems of sorbing activity of adsorbents or absorbents
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0065—Specific aspects of external EGR control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an apparatus for diagnosing deterioration of a catalyst disposed in an exhaust pipe of an internal combustion engine.
- Automotive internal combustion engines are equipped with a catalyst as a means for purifying exhaust gas.
- an internal combustion engine for example, a gasoline engine
- a catalyst having an oxygen storage capacity such as a three-way catalyst.
- a so-called Cmax method is known as a method for diagnosing the deterioration state of such an oxygen storage ability catalyst.
- the Cmax method is a method of measuring the oxygen storage capacity (Cmax) of the catalyst and diagnosing deterioration of the catalyst from the measurement result.
- FIG. 4 shows the time variation of the actual air-fuel ratio (actual A / F) upstream of the catalyst when the target air-fuel ratio is changed between 14.1 and 15.1 by the active air-fuel ratio control, and is arranged downstream of the catalyst. The change with time of the output value of the sub O 2 sensor is also shown.
- the output value of the sub-O 2 sensor downstream of the catalyst changes from exceeding the threshold value (0.5 V) until the next time. Integration of the oxygen storage amount or oxygen desorption amount of the catalyst calculated by the following equation is performed.
- Oxygen storage amount or desorption amount coefficient ⁇ (current air-fuel ratio ⁇ stoichiometric) ⁇ fuel amount injection amount
- the oxygen storage amount and the oxygen desorption amount are calculated a plurality of times by the above-described method, and the average of these values is taken as Cmax.
- the time change of the oxygen storage amount with respect to Cmax is shown together with other graphs along the time axis.
- an exhaust system structure of an internal combustion engine for example, as disclosed in JP-A-2006-112251, a plurality of cylinders are grouped into two cylinder groups, and an exhaust system is provided for each cylinder group.
- a system in which two exhaust systems are assembled into one exhaust collecting pipe is known.
- a catalyst is disposed in an exhaust collecting pipe, and exhaust gas discharged from each cylinder is collectively processed by the exhaust collecting pipe catalyst.
- an EGR device is provided in one exhaust system so that EGR gas taken out from the exhaust system is recirculated to the intake system of each cylinder.
- the problem here is when the EGR device is provided with a catalyst.
- the catalyst disposed in the exhaust collecting pipe is referred to as a main catalyst
- the catalyst provided in the EGR device is referred to as an EGR catalyst.
- the main catalyst is responsible for purifying the exhaust gas discharged from each cylinder, and the main catalyst is also subject to deterioration diagnosis by the Cmax method.
- the environment where the deterioration diagnosis of the main catalyst is performed may be both the situation where the EGR device is stopped and the situation where the EGR device is operating, but the presence of the EGR catalyst is the situation where the EGR device is stopped. This affects the result of the diagnosis, more specifically, the calculation result of Cmax.
- FIG. 5 shows how the turbine inflow gas amount (total exhaust gas amount) and the EGR catalyst gas amount (gas amount flowing into and out of the EGR catalyst) when the EGR valve is fully closed vary depending on the crank angle. Results are shown. From this figure, it is understood that the exhaust gas flowing into and out of the EGR catalyst is a phenomenon that occurs constantly when the EGR valve is fully closed.
- FIG. 6 the flow of the exhaust gas when the EGR valve is fully closed is shown in FIG. 6 as a block diagram.
- ⁇ in the figure is a rate of gas breathing into the EGR pipe, that is, a ratio of exhaust gas flowing in and out between the exhaust system and the EGR pipe.
- the 1- ⁇ exhaust gas directly flows into the main catalyst (S / C catalyst in the figure).
- the ⁇ exhaust gas once enters the EGR catalyst from the exhaust system and then exhausts again. It goes out to the system and flows into the main catalyst.
- the exhaust gas that has entered the EGR catalyst is purified to near the stoichiometric range according to the oxygen storage amount of the EGR catalyst. Therefore, the purified ⁇ exhaust gas and the unpurified 1- ⁇ exhaust gas are mixed and flow into the main catalyst.
- the flow of exhaust gas when the EGR device is operated and EGR is performed is shown in FIG.
- the EGR rate is ⁇
- the exhaust gas of 1 ⁇ out of the total exhaust gas flows into the main catalyst.
- the remaining ⁇ exhaust gas flows into the EGR catalyst, passes through the EGR catalyst, and then returns to the intake system. Therefore, in this case, the exhaust gas purified by the EGR catalyst does not enter the exhaust gas flowing into the main catalyst.
- the problem shown in FIG. 6 is a problem in diagnosing deterioration of the main catalyst.
- the air-fuel ratio of the exhaust gas flowing into the main catalyst is not affected by the EGR catalyst, the air-fuel ratio of the exhaust gas flowing into the main catalyst by active air-fuel ratio control is set as intended. Can be controlled.
- the EGR catalyst functions as a low-pass filter. For this reason, it is difficult to control the air-fuel ratio of the exhaust gas flowing into the main catalyst as intended.
- FIG. 8 shows changes in the target air-fuel ratio (target A / F) and time changes in the actual air-fuel ratio upstream of the main catalyst (actual A / F) when active air-fuel ratio control is performed in the case shown in FIG. And the time change of the output value of the sub O 2 sensor arranged downstream of the main catalyst is shown together with the time change of the virtual real A / F when it is assumed that there is no EGR catalyst. Further, FIG. 8 shows the time change of the oxygen storage amount with respect to Cmax along with the other graphs and the time axis for each of the main catalyst and the EGR catalyst. From this figure, it can be seen that the actual A / F value upstream of the main catalyst varies depending on the oxygen storage amount of the EGR catalyst.
- the EGR catalyst generally has a strong oxidation reaction due to its role, the lean gas is quickly purified compared to the rich gas. For this reason, the time constants at the time of rich-lean reversal of the air-fuel ratio of the exhaust gas flowing into the catalyst are different, and time variations of oxygen desorption and storage are likely to occur. Therefore, in the case shown in FIG. 6, it can be seen that there is a large variation in the integrated values of the oxygen storage amount and the oxygen desorption amount, and it is difficult to ensure the Cmax estimation accuracy.
- the air-fuel ratio of the exhaust gas flowing into the EGR catalyst changes in an oscillating manner, the oxidation reaction on the catalyst is promoted.
- the temperature of the EGR catalyst may exceed the upper limit temperature depending on the degree of oxidation reaction. For this reason, the amplitude and frequency in the active air-fuel ratio control are restricted from the viewpoint of the upper limit temperature of the EGR catalyst, and it may happen that the deterioration diagnosis cannot be performed reliably due to the restriction.
- the present invention has been made to solve the above-described problems, and in an internal combustion engine having an EGR device with an EGR catalyst in a part of the exhaust system, the oxygen storage capacity of the catalyst disposed in the exhaust collecting pipe is provided. It is an object of the present invention to accurately determine the deterioration of the catalyst based on the result.
- the present invention provides the following catalyst deterioration diagnosis device for an internal combustion engine.
- the internal combustion engine to which the catalyst deterioration diagnosis device of the present invention is applied is a multi-cylinder internal combustion engine having a plurality of cylinders.
- a plurality of cylinders are grouped into at least two cylinder groups, and an exhaust system is provided for each cylinder group.
- the exhaust system of each cylinder group is collected in one exhaust collecting pipe.
- a main catalyst having an oxygen storage capacity is disposed in the exhaust collecting pipe, and air-fuel ratio sensors are respectively attached to the upstream side and the downstream side of the main catalyst.
- the internal combustion engine includes an EGR device with an EGR catalyst in a part of the exhaust system.
- the catalyst deterioration diagnosis device of the present invention performs active air-fuel ratio control for forcibly changing the air-fuel ratio of the exhaust gas flowing into the main catalyst between the lean side and the rich side with a stoichiometric center. Then, when the active air-fuel ratio control is performed, the oxygen storage capacity of the main catalyst is measured using signals output from the air-fuel ratio sensor and the oxygen sensor, and the deterioration of the main catalyst is determined from the measurement result of the oxygen storage capacity. Diagnose.
- One feature of the catalyst deterioration diagnosis device of the present invention is a specific operation in the active air-fuel ratio control.
- the target air-fuel ratio of the cylinder group in which the EGR device is not provided in the exhaust system is set to the lean side and rich with respect to the stoichiometry. Changing between the sides is done. By performing such an operation, the influence of the EGR catalyst on the air-fuel ratio of the exhaust gas flowing into the main catalyst can be reduced.
- the EGR device when the EGR device is stopped, the EGR device holds the target air-fuel ratio of the cylinder group provided in the exhaust system at stoichiometry. By performing such an operation, the influence of the EGR catalyst on the air-fuel ratio of the exhaust gas flowing into the main catalyst can be further reduced.
- the EGR device when the EGR device is stopped, the EGR device exhausts with a larger amplitude than the active air-fuel ratio control performed when the EGR device is operating. A target air-fuel ratio of a cylinder group not provided in the system is changed. By performing such an operation, the influence of the EGR catalyst on the air-fuel ratio of the exhaust gas flowing into the main catalyst can be further reduced.
- FIG. 1 is a system diagram of an internal combustion engine to which a catalyst deterioration diagnosis device of the present invention is applied. It is a flowchart which shows the routine of the air fuel ratio control for the deterioration determination performed in embodiment of this invention.
- FIG. 3 is a diagram showing an execution result of an air-fuel ratio control routine for deterioration determination shown in FIG. 2. It is a figure which shows the change of the output value of each sensor at the time of implementing active air fuel ratio control, and the oxygen storage amount of a catalyst. It is a figure which shows the change by the crank angle of each gas flow rate of an exhaust system in case an EGR valve is fully closed.
- FIG. 1 is a diagram showing a system configuration of an internal combustion engine to which a catalyst deterioration diagnosis apparatus according to an embodiment of the present invention is applied.
- the internal combustion engine 2 according to the present embodiment is a spark ignition type four-stroke reciprocating engine (hereinafter simply referred to as an engine). Although only one cylinder 4 is shown in FIG. 1, the engine 2 of the present embodiment is also an in-line four-cylinder engine that includes four cylinders 4 in series. Further, it is a direct injection engine in which fuel is directly injected into the cylinder by the in-cylinder injector 18 and a turbo engine provided with a turbocharger 14 that compresses fresh air using the energy of exhaust gas.
- a direct injection engine in which fuel is directly injected into the cylinder by the in-cylinder injector 18 and a turbo engine provided with a turbocharger 14 that compresses fresh air using the energy of exhaust gas.
- the four cylinders 4 of the engine 2 are grouped into two cylinder groups each having two cylinders.
- the engine 2 includes exhaust systems 8 and 10 for each of these cylinder groups.
- Each of the exhaust systems 8 and 10 includes exhaust manifolds 8a and 10a that collect exhaust gases of two cylinders, and exhaust pipes 8b and 10b connected to the outlets of the exhaust manifold.
- the exhaust pipes 8 b and 10 b of the exhaust systems 8 and 10 are connected to one exhaust collecting pipe 12 in the turbine section of the turbocharger 14.
- the upstream three-way catalyst 20 is a main catalyst to be diagnosed by the catalyst deterioration diagnosis device of the present embodiment.
- a wide area air-fuel ratio sensor (hereinafter, A / F sensor) 40 is attached upstream of the main catalyst 20.
- a zirconia oxygen sensor (hereinafter referred to as sub O 2 sensor) 42 is attached to the downstream side of the main catalyst 20.
- an air fuel ratio sensor in this invention not only a wide area air fuel ratio sensor but a zirconia oxygen sensor can also be used.
- the oxygen sensor in the present invention not only a zirconia oxygen sensor but also a wide-range air-fuel ratio sensor can be used.
- the engine 2 of the present embodiment includes an EGR device 30 that recirculates exhaust gas from the exhaust system to the intake pipe 6.
- the EGR device 30 is provided only in the exhaust system 8 of the two exhaust systems 8 and 10.
- the EGR device 30 connects the exhaust pipe 8 b and the intake pipe 6 by an EGR pipe 32.
- An EGR valve 34 is provided in the EGR pipe 32.
- an EGR cooler 36 is provided on the exhaust side of the EGR valve 34, and an EGR catalyst 38 is provided on the exhaust side thereof.
- ECU 100 is provided in the control system of engine 2 of the present embodiment.
- the ECU 100 is a control device that comprehensively controls the entire system of the engine 2.
- the output side of the ECU 100 is connected to actuators such as the in-cylinder injector 18 and the EGR valve 34 described above.
- the input side of the ECU 100 is connected to sensors such as the A / F sensor 40 and the sub O 2 sensor 42 described above. ing.
- ECU 100 receives signals from each sensor and operates each actuator in accordance with a predetermined control program. There are many other actuators and sensors connected to the ECU 100 as shown in the figure, but the description thereof is omitted in this specification.
- the catalyst deterioration diagnosis device of the present embodiment is realized as one function of the ECU 100.
- the ECU 100 functions as a catalyst deterioration diagnosis device, the ECU 100 is expressed by a combination of three signal processing units, that is, an active air-fuel ratio control unit 102, a Cmax measurement unit 104, and a diagnosis unit 106.
- Each of these signal processing units may be configured by dedicated hardware, or the hardware may be shared and virtually configured by software.
- the active air-fuel ratio control unit 102 performs active air-fuel ratio control that forcibly changes the air-fuel ratio of the exhaust gas flowing into the main catalyst 20 between the lean side and the rich side centered on the stoichiometry.
- the active air-fuel ratio control is open loop control, in which the fuel injection amount is determined from the in-cylinder intake air amount and the target air-fuel ratio, and the fuel injection time by the in-cylinder injector 18 is controlled.
- the Cmax measurement unit 104 measures the oxygen storage capacity of the main catalyst 20, that is, Cmax as the active air-fuel ratio control is performed. Specifically, the deviation of the current air-fuel ratio from the stoichiometric value and the current time until the output value of the sub O 2 sensor 42 changes beyond the threshold value (0.5 V) after the output value of the A / F sensor 40 changes.
- the oxygen storage amount (or oxygen desorption amount) per unit time is calculated from the fuel injection amount and integrated. Then, the integrated value is calculated a plurality of times, and an average of those values is calculated as Cmax.
- Diagnostic unit 106 compares the measured value of Cmax with a predetermined deterioration reference value. If Cmax is larger than the deterioration reference value, it is determined that the main catalyst 20 has not deteriorated. If Cmax is equal to or lower than the deterioration reference value, it is determined that the main catalyst 20 has deteriorated.
- FIG. 2 is a flowchart showing an air-fuel ratio control routine for deterioration determination performed by the active air-fuel ratio control unit 102.
- the active air-fuel ratio control is performed according to this air-fuel ratio control routine.
- the catalyst deterioration determination control refers to air-fuel ratio control for measuring Cmax, that is, active air-fuel ratio control.
- the execution request is a request issued when the deterioration of the main catalyst 20 is diagnosed. If there is no such request, the process proceeds to step S20.
- step S20 normal air-fuel ratio control, that is, air-fuel ratio feedback control based on signals from the A / F sensor 40 and the sub O 2 sensor 42 is performed.
- the predetermined flag xafscyl is turned off. The meaning of this flag xafscyl will be described later.
- step S4 it is determined from the operating state and operating conditions of the engine 2 whether or not the execution conditions for the active air-fuel ratio control are satisfied. If the execution condition has not yet been established, normal air-fuel ratio control is continued in step S20. In step S22, the flag xafscyl is left off.
- step S6 it is determined whether or not the EGR is stopped, that is, whether or not the EGR valve 34 is fully closed. If the EGR is not stopped, the determination in step S14 is further performed. In step S14, it is determined whether the flag xafscyl is off. This flag xafscyl is a flag that is turned on when active air-fuel ratio control is performed in a state where the EGR is stopped.
- step S16 the target air-fuel ratio is changed for deterioration determination in all cylinders.
- the target air-fuel ratio for deterioration determination is a rectangular wave signal that vibrates at a predetermined cycle between the lean side and the rich side with the stoichiometric center. Regardless of whether or not the EGR device 30 is provided in the exhaust system, the amplitudes of the vibrations of the target air-fuel ratio are the same in all the cylinders.
- step S22 the flag xafscyl is left off.
- step S14 if the flag xafscyl is on in step S14, the process of step S20 is performed. After normal air-fuel ratio control is once performed in step S20, the flag xafscyl is changed from on to off in subsequent step S22. When the flag xafscyl is changed to OFF, the result of the next determination in step S14 becomes affirmative. Therefore, in this case, the active air-fuel ratio control in step S16 is performed in the next control cycle.
- step S8 active air-fuel ratio control is performed in step S8 and step 16.
- step S8 the target air-fuel ratio of the cylinder group connected to the exhaust system 10 not provided with the EGR device 30 is changed for deterioration determination.
- the target air-fuel ratio set here is a rectangular wave signal that vibrates at a predetermined cycle between the lean side and the rich side with the stoichiometric center as in the case of step S16. However, the amplitude of vibration is made larger than the target air-fuel ratio set in step S16.
- step S10 the target air-fuel ratio of the cylinder group connected to the exhaust system 8 provided with the EGR device 30 is changed.
- the target air-fuel ratio set here is stoichiometric, and unlike the case of steps S16 and S8, the target air-fuel ratio is not oscillated. This is to prevent the air-fuel ratio from changing before and after entering and leaving the EGR catalyst 38 by maintaining the air-fuel ratio of the exhaust gas flowing into the EGR catalyst 38 in a stoichiometric manner. That is, this is to eliminate the influence of the EGR catalyst 38 on the air-fuel ratio.
- FIG. 3 shows the result of the air-fuel ratio control described above, in particular, the result of the active air-fuel ratio control performed when the determination condition in step S6 is satisfied.
- the target air-fuel ratio (target A / F) of the cylinder group (cylinder group not taking out EGR) connected to the exhaust system 10 not provided with the EGR device 30 is set, and the exhaust generated thereby.
- the time change of the actual air fuel ratio (actual A / F) in the pipe 10b is shown.
- the second stage from the top shows the time variation of the actual A / F of the cylinder group (EGR take-out cylinder group) connected to the exhaust system 8 in which the EGR device 30 is provided.
- the third stage from the top shows the time variation of the actual A / F of the exhaust gas (catalyst input gas) flowing into the main catalyst 20.
- the actual A / F of the exhaust gas flowing into the main catalyst 20 is an average of the actual A / F of the exhaust gas from the exhaust system 10 and the actual A / F of the exhaust gas from the exhaust system 8. .
- the time change of the output value of the sub O 2 sensor 42 is shown.
- the time change of the oxygen storage amount with respect to Cmax is shown.
- the active air-fuel ratio control in steps S8 and S10 eliminates the influence of the EGR catalyst 38 on the air-fuel ratio of the exhaust gas flowing into the main catalyst 20.
- the air-fuel ratio of the exhaust gas flowing into the main catalyst 20 can be controlled as intended. For this reason, there is no difference in the time constant at the time of rich-lean reversal of the air-fuel ratio of the exhaust gas flowing into the main catalyst 20, and there is no time variation of oxygen desorption and storage. Therefore, according to the catalyst deterioration diagnosis device of the present embodiment, it is possible to ensure the estimation accuracy of Cmax, and it is possible to accurately diagnose the deterioration of the main catalyst 20 based on Cmax obtained with high accuracy. .
- the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
- the engine 2 of the above-described embodiment is an in-line engine, but the present invention can also be applied to a V-type engine.
- each of the left and right banks can be regarded as a cylinder group.
- an EGR device with EGR may be provided in either the left bank exhaust system or the right bank exhaust system.
- the engine 2 of the above-described embodiment is a direct-injection turbo engine, but being a direct-injection engine or being a turbo engine is not an essential matter in applying the catalyst deterioration diagnosis device of the present invention. .
- the oxygen storage amount of the EGR catalyst 38 is made lean before the active air-fuel ratio control is performed.
- the lean operation may be performed while performing the EGR by operating the EGR device. This is because it is possible to prevent the purification rate of the EGR catalyst 38 from changing significantly during the execution of the active air-fuel ratio control.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Exhaust Gas After Treatment (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
酸素吸蔵量or脱離量=係数×(現在の空燃比-ストイキ)×燃料量噴射量
4 気筒
6 吸気管
8,10 排気系
8a,10a 排気マニホールド
8b,10b 排気管
12 排気集合管
20 主触媒(三元触媒)
30 EGR装置
32 EGR管
34 EGRバルブ
38 EGR触媒
40 A/Fセンサ
42 サブO2センサ
100 ECU
Claims (3)
- 少なくとも2つの気筒群にグループ分けされた複数の気筒と、
気筒群ごとに設けられた排気系と、
各気筒群の排気系を1つに集合させてなる排気集合管と、
前記排気集合管に配置された酸素吸蔵能を有する主触媒と、
前記排気集合管において前記主触媒の上流側に取り付けられた空燃比センサと、
前記排気集合管において前記主触媒の下流側に取り付けられた酸素センサと、
一部の排気系に設けられたEGR触媒付きのEGR装置と、
を備える内燃機関の触媒劣化診断装置であって、
前記主触媒に流入する排気ガスの空燃比をストイキを中心にリーン側とリッチ側との間で強制的に変化させるアクティブ空燃比制御を実施するアクティブ空燃比制御手段と、
前記アクティブ空燃比制御の実施時に前記空燃比センサ及び酸素センサから出力される信号を用いて前記主触媒の酸素吸蔵容量を計測する計測手段と、
前記酸素吸蔵容量の計測結果から前記主触媒の劣化を診断する診断手段と、
を備え、
前記アクティブ空燃比制御手段は、前記EGR装置が停止している場合、前記EGR装置が排気系に設けられていない気筒群の目標空燃比をストイキを中心にリーン側とリッチ側との間で変化させるように構成されている
ことを特徴とする内燃機関の触媒劣化診断装置。 - 前記アクティブ空燃比制御手段は、前記EGR装置が停止している場合、前記EGR装置が排気系に設けられている気筒群の目標空燃比をストイキに保持するように構成されている
ことを特徴とする請求項1記載の内燃機関の触媒劣化診断装置。 - 前記アクティブ空燃比制御手段は、前記EGR装置が停止している場合、前記EGR装置が作動している場合に行うアクティブ空燃比制御よりも大きな振幅をもって、前記EGR装置が排気系に設けられていない気筒群の目標空燃比を変化させるように構成されている
ことを特徴とする請求項1又は2記載の内燃機関の触媒劣化診断装置。
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US8627646B2 (en) | 2014-01-14 |
EP2538047A8 (en) | 2013-05-22 |
US20110232269A1 (en) | 2011-09-29 |
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