WO2023199508A1 - 内燃機関制御装置及び内燃機関制御方法 - Google Patents
内燃機関制御装置及び内燃機関制御方法 Download PDFInfo
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- WO2023199508A1 WO2023199508A1 PCT/JP2022/017915 JP2022017915W WO2023199508A1 WO 2023199508 A1 WO2023199508 A1 WO 2023199508A1 JP 2022017915 W JP2022017915 W JP 2022017915W WO 2023199508 A1 WO2023199508 A1 WO 2023199508A1
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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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
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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
- F02D41/30—Controlling fuel injection
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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
- F01N11/007—Monitoring or diagnostic devices for exhaust-gas treatment apparatus 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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
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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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
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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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- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
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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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
- F02D41/1441—Plural 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
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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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
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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
- 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
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1624—Catalyst oxygen storage capacity
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0816—Oxygen storage capacity
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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
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an internal combustion engine control device and an internal combustion engine control method.
- the exhaust pipe of an internal combustion engine is equipped with a three-way catalyst, and exhaust gas sensors installed before and after the three-way catalyst detect the oxygen storage state in the three-way catalyst, and adjust the air-fuel ratio according to the detection result of the oxygen storage state.
- Control techniques for correcting this are known.
- rich correction of the air-fuel ratio is determined based on the oxygen storage state determined by the time integral of the product of the amount of air taken into the internal combustion engine, the difference between the exhaust gas air-fuel ratio, and the stoichiometric air-fuel ratio. be done.
- an exhaust gas sensor installed downstream of the three-way catalyst detects the presence or absence of oxygen released downstream of the three-way catalyst, thereby implementing feedback correction of air-fuel ratio control.
- the three-way catalyst will also be abbreviated as "catalyst”.
- JP 2017-31833 Publication Japanese Patent Application Publication No. 2012-57545
- the oxygen storage capacity within the catalyst changes as the catalyst deteriorates. Changes in oxygen storage capacity affect the process of determining whether or not air-fuel ratio correction control is to be executed, which is performed by the electronic control unit, so the electronic control unit needs to accurately diagnose the degree of deterioration of the catalyst. If the electronic control device incorrectly diagnoses the deterioration state of the catalyst, it will not be able to perform optimal air-fuel ratio correction control and will be unable to maintain the oxygen storage capacity within an appropriate range.
- the catalyst is adjusted based on the number of reversals (variations) between the lean air-fuel ratio and the rich air-fuel ratio in the air-fuel ratio sensor provided upstream of the catalyst and the oxygen sensor provided downstream of the catalyst. Determine the deterioration of.
- the technique described in Patent Document 1 does not take into account the influence of a delay in the sensor signal due to deterioration of the oxygen sensor. For this reason, even though the catalyst is in a deteriorated state, if the sensor signal is delayed, the waveform becomes similar to the sensor signal during normal operation, which causes the electronic control unit to misdiagnose catalyst deterioration.
- the technique described in Patent Document 2 improves diagnostic accuracy by eliminating the influence of response delay of an oxygen sensor disposed in the exhaust passage downstream of the catalyst.
- the influence of deterioration of the oxygen sensor is excluded by determining catalyst deterioration by correcting the oxygen storage capacity of the catalyst using the sensor response time measurement value of the previous trip.
- the oxygen sensor has deteriorated, it is necessary to once receive a signal from the oxygen sensor in the deteriorated state.
- the electronic control device cannot perform correction control according to the catalyst deterioration, and during the period when correction control cannot be performed, the electronic control device is unable to perform emission performance (performance to reduce emissions of NOx, CO, and HC discharged from the tail pipe of the internal combustion engine). There was a risk that it would not be possible to respond even if the situation worsened. Therefore, in order to prevent misdiagnosis of catalyst deterioration, it was necessary to accurately determine the amount of oxygen stored in the catalyst.
- the present invention was made in view of this situation, and its purpose is to accurately determine the amount of oxygen stored in a three-way catalyst.
- An internal combustion engine control device includes an air-fuel ratio sensor disposed upstream of a three-way catalyst provided in an exhaust pipe to detect the air-fuel ratio of exhaust gas, and an air-fuel ratio sensor disposed downstream of the three-way catalyst to detect the oxygen concentration of the exhaust gas.
- This system controls an internal combustion engine equipped with an oxygen concentration sensor that detects the oxygen concentration.
- This internal combustion engine control device detects the oxygen concentration that has been increasing or decreasing from before the integration start position from the integration start position where the combustion gas of the internal combustion engine calculated from the air-fuel ratio starts to change from lean to rich or from rich to lean.
- the three-way catalyst includes an oxygen storage amount integrating section that integrates the amount of oxygen stored in the three-way catalyst during a period up to an integration stop position where the three-way catalyst is reversed.
- the present invention by accurately determining the amount of oxygen stored in the three-way catalyst, it is possible to prevent erroneous diagnosis of catalyst deterioration.
- FIG. 1 is an overall schematic configuration diagram of an internal combustion engine control system according to a first embodiment of the present invention.
- 1 is a block diagram showing an example of a hardware configuration of an ECU according to a first embodiment of the present invention.
- FIG. 2 is a block diagram showing an example of the internal configuration of an ECU according to the first embodiment of the present invention.
- 1 is a schematic diagram showing a configuration example of a post-processing system according to a first embodiment of the present invention.
- FIG. 3 is a diagram illustrating the relationship between the equivalence ratio of exhaust gas and the output of an air-fuel ratio sensor according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating the relationship between the equivalence ratio of exhaust gas and the output of the rear oxygen sensor according to the first embodiment of the present invention.
- the tendency for the equivalence ratio of H 2 O (water), CO (carbon monoxide), CO 2 (carbon dioxide), H 2 (hydrogen), and O 2 (oxygen) according to the first embodiment of the present invention will be explained. It is a diagram.
- FIG. 3 is a diagram illustrating trends in the equivalent ratio of HC (hydrocarbons) and NOx (nitrogen oxides) according to the first embodiment of the present invention.
- FIG. 2 is a diagram illustrating the main reaction process of a three-way catalyst (ceria type) used in the aftertreatment system according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating the tendency of the purification efficiency of the three-way catalyst with respect to the exhaust gas equivalence ratio at a temperature equal to or higher than the catalyst activation temperature according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating the catalyst upstream equivalence ratio, the catalyst downstream equivalence ratio, and the output behavior of the rear oxygen sensor 22 according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating hysteresis of the output characteristics of the rear oxygen sensor according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating temporal changes in the output of the rear oxygen sensor and the NOx concentration and HC concentration downstream of the catalyst according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating the relationship between the degree of catalyst deterioration and the oxygen storage capacity of the three-way catalyst according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating the relationship between the oxygen storage ratio of the three-way catalyst and the NOx purification efficiency of the three-way catalyst according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating the comparison results of the catalyst upstream equivalence ratio, the catalyst downstream equivalence ratio, the oxygen storage ratio, and the output behavior of the rear oxygen sensor when using a new catalyst and a deteriorated catalyst according to the first embodiment of the present invention. .
- FIG. 3 is a diagram showing changes in sensor voltage, which is the output of the rear oxygen sensor, when the rear oxygen sensor according to the first embodiment of the present invention is new.
- FIG. 6 is a diagram showing changes in sensor voltage, which is the output of the rear oxygen sensor, when the rear oxygen sensor according to the first embodiment of the present invention is in a deteriorated state.
- FIG. 3 is a diagram illustrating a method for excluding a delay in sensor voltage of a rear oxygen sensor that is in a deteriorated state according to the first embodiment of the present invention.
- FIG. 3 is an explanatory diagram showing an example of the timing of starting and stopping the integration of the oxygen storage amount when the fuel injection amount decreases (from rich to lean) according to the first embodiment of the present invention.
- FIG. 3 is an explanatory diagram showing an example of the timing of starting and stopping the integration of the oxygen storage amount when the fuel injection amount decreases (from lean to rich) according to the first embodiment of the present invention.
- FIG. 7 is a flowchart for stopping integration of oxygen storage amount according to the first embodiment of the present invention.
- FIG. 3 is a diagram illustrating an example of a diagnosis result of a catalyst state using a conventional technique.
- FIG. 3 is a diagram showing an example of a diagnosis result of a catalyst state using the technology according to the first embodiment of the present invention.
- FIG. 7 is a block diagram showing an example of the configuration of an oxygen storage amount integrating section according to a second embodiment of the present invention.
- FIG. 1 is an overall schematic configuration diagram of an internal combustion engine control system 100.
- the internal combustion engine control system 100 includes an internal combustion engine 1, a flow sensor 2, a turbocharger 3, an air bypass valve 4, an intercooler 5, a supercharging temperature sensor 6, a throttle valve 7, an intake manifold 8, a supercharging pressure sensor 9, Flow reinforcement valve 10, intake valve 11, exhaust valve 13, fuel injection valve 15, spark plug 16, knock sensor 17, crank angle sensor 18, waste gate valve 19, front air-fuel ratio sensor 20, exhaust purification catalyst (three-way catalyst) 21, a rear oxygen sensor 22, an EGR (Exhausted Gas Recirculation) pipe 23, an EGR cooler 24, an EGR valve 25, a temperature sensor 26, a differential pressure sensor 27, and an ECU (Engine Control Unit) 28.
- the rear oxygen sensor 22 can be replaced with an air-fuel ratio sensor.
- An intake flow path and an exhaust flow path communicate with the internal combustion engine 1 .
- a flow rate sensor 2 that detects the flow rate of intake air and an intake air temperature sensor built into the flow rate sensor 2 are assembled in the intake flow path.
- the intake air temperature sensor measures intake air temperature.
- the turbocharger 3 includes a compressor 3a and a turbine 3b, with the compressor 3a connected to an intake flow path, and the turbine 3b connected to an exhaust flow path.
- the turbine 3b of the turbocharger 3 converts energy contained in exhaust gas from the internal combustion engine 1 into rotational energy of turbine blades.
- the compressor 3a of the turbocharger 3 compresses intake air that has flowed in from the intake flow path by rotating compressor blades connected to turbine blades.
- the intercooler 5 is provided downstream of the compressor 3a of the turbocharger 3, and cools the intake air temperature of the intake air that has risen after being adiabatically compressed by the compressor 3a.
- the supercharging temperature sensor 6 is installed downstream of the intercooler 5 and measures the temperature of intake air cooled by the intercooler 5 (supercharging temperature).
- the throttle valve 7 is provided downstream of the intercooler 5 and throttles the intake flow path to control the amount of intake air flowing into the cylinders of the internal combustion engine 1.
- the throttle valve 7 is constituted by an electronically controlled butterfly valve whose opening degree can be controlled independently of the amount by which the driver presses the accelerator pedal.
- An intake manifold 8 in which a supercharging pressure sensor 9 is assembled is connected downstream of the throttle valve 7 .
- the flow enhancement valve 10 is disposed downstream of the intake manifold 8 and strengthens the turbulence of the flow inside the cylinder by causing a bias in the intake air drawn into the cylinder.
- the flow enhancement valve is closed to promote and stabilize turbulent combustion.
- Internal combustion engine 1 includes an intake valve 11 and an exhaust valve 13.
- the intake valve 11 and the exhaust valve 13 each have a variable valve mechanism to continuously vary the valve opening/closing phase.
- the variable valve mechanisms of the intake valve 11 and the exhaust valve 13 are each equipped with sensors 12 and 14 for detecting the opening and closing phases of the valves.
- the cylinder of the internal combustion engine 1 is equipped with a direct injection fuel injection valve 15 that injects fuel directly into the cylinder. Note that the fuel injection valve 15 may be of a port injection type in which fuel is injected into an intake port.
- the cylinder of the internal combustion engine 1 is fitted with an ignition plug 16 that exposes an electrode portion within the cylinder and ignites a combustible air-fuel mixture with a spark.
- the knock sensor 17 is provided in the cylinder block, and detects the presence or absence of knock by detecting cylinder block vibration caused by combustion pressure vibration generated within the combustion chamber.
- the crank angle sensor 18 is attached to the crankshaft and outputs a signal corresponding to the rotation angle of the crankshaft to the ECU 28 as a signal indicating the rotational speed.
- the front air-fuel ratio sensor 20 is arranged downstream of the turbine 3b of the turbocharger 3 and upstream of the three-way catalyst (exhaust purification catalyst 21) provided in the exhaust pipe.
- the air-fuel ratio sensor front air-fuel ratio sensor 20
- the exhaust purification catalyst 21 is a three-way catalyst, and is provided downstream of the front air-fuel ratio sensor 20.
- the exhaust purification catalyst 21 purifies harmful exhaust gas components such as carbon monoxide, nitrogen compounds, and unburned hydrocarbons in the exhaust gas by a catalytic reaction.
- a rear oxygen sensor 22 is arranged downstream of the exhaust purification catalyst 21.
- the rear oxygen sensor 22 detects the presence or absence of oxygen contained in the exhaust gas after being purified by the exhaust purification catalyst 21, that is, the oxygen concentration of the exhaust gas.
- the exhaust purification catalyst 21 will also be referred to as a three-way catalyst or a catalyst.
- the turbocharger 3 is equipped with an air bypass valve 4 and a wastegate valve 19.
- the air bypass valve 4 is arranged on a bypass flow path connecting the upstream and downstream sides of the compressor 3a in order to prevent the pressure from increasing excessively from the downstream side of the compressor 3a to the upstream side of the throttle valve 7.
- the air bypass valve 4 is opened under the control of the ECU 28, so that the compressed intake air downstream of the compressor 3a passes through the bypass flow path to the compressor. It flows back to the upstream part of 3a.
- a phenomenon called surging can be prevented, and damage to the compressor 3a can be appropriately prevented.
- the wastegate valve 19 is arranged on a bypass flow path connecting upstream and downstream of the turbine 3b.
- the wastegate valve 19 is an electrically operated valve whose opening degree can be freely controlled with respect to the boost pressure under the control of the ECU 28.
- the opening degree of the waste gate valve 19 is adjusted by the ECU 28 based on the boost pressure detected by the boost pressure sensor 9, part of the exhaust gas passes through the bypass flow path, so that the exhaust gas is given to the turbine 3b. Work can be reduced. As a result, the wastegate valve 19 can maintain the supercharging pressure at the target pressure.
- the EGR pipe 23 communicates the exhaust flow path downstream of the exhaust purification catalyst 21 with the intake flow path upstream of the compressor 3a, and diverts exhaust gas from downstream of the exhaust purification catalyst 21 to the upstream side of the compressor 3a. Reflux to.
- An EGR cooler 24 provided in the EGR pipe 23 cools exhaust gas.
- the EGR valve 25 is provided downstream of the EGR cooler 24 and controls the flow rate of exhaust gas.
- the EGR pipe 23 is provided with a temperature sensor 26 that detects the temperature of exhaust gas upstream of the EGR valve 25, and a differential pressure sensor 27 that detects the differential pressure between the upstream and downstream sides of the EGR valve 25.
- the ECU 28 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an A/D (Analog-to-Digital) converter, a driver circuit, etc., and controls the internal combustion engine control system 100. It is an arithmetic circuit that controls each component and executes various data processing.
- the ECU 28 is connected to the various sensors and actuators described above.
- the ECU 28 controls the operations of actuators such as the throttle valve 7, the intake valve 11 and the exhaust valve 13, the fuel injection valve 15, and the EGR valve 25.
- the ECU 28 detects the operating state of the internal combustion engine 1 based on signals input from various sensors, and causes the spark plug 16 to ignite at a timing determined according to the operating state.
- FIG. 2 is a block diagram showing an example of the hardware configuration of the ECU 28.
- the ECU 28 includes an input circuit 201, an input/output port 202, a RAM 203, a ROM 204, a CPU 205, a throttle valve drive circuit 206, a combustion injection valve drive circuit 207, and an ignition output circuit 208.
- the input circuit 201 receives output signals from various sensors.
- a throttle sensor of the throttle valve 7 a flow rate sensor 2, a supercharging temperature sensor 6, a supercharging pressure sensor 9, valve opening/closing phase sensors 12, 14, a knock sensor 17, a crank angle sensor 18, a front air-fuel ratio sensor 20, and a
- An example is shown in which an output signal from the rear oxygen sensor 22 or the like is input to the input circuit 201 of the ECU 28.
- a signal input to the input circuit 201 is transmitted to the input/output port 202.
- the signal sent to the input/output port 202 is stored in the RAM 203 and processed by the CPU 205.
- a control program that describes the contents of the arithmetic processing is written in the ROM 204 in advance and is executed by the CPU 205.
- the ROM 204 records programs, data, etc. necessary for the operation of the CPU 205, and is used as an example of a computer-readable non-transitory storage medium that stores programs executed by the ECU 28.
- the control signal calculated by the CPU 205 according to the control program is output to each device such as the throttle valve drive circuit 206, the combustion injection valve drive circuit 207, and the ignition output circuit 208.
- the throttle valve drive circuit 206 outputs a drive signal to the throttle valve 7 to control opening and closing of the throttle valve 7 .
- the combustion injection valve drive circuit 207 outputs a drive signal to the fuel injection valve 15 for controlling the opening/closing drive of the fuel injection valve 15 at the fuel injection timing.
- the ignition output circuit 208 outputs a drive signal to the ignition output circuit 208 for controlling the ignition of the spark plug 6 at the ignition timing.
- FIG. 3 is a block diagram showing an example of the internal configuration of the ECU 28.
- the ECU 28 has various functions, here, a function of the ECU 28 to obtain a target air-fuel ratio based on an air-fuel ratio sensor signal and a rear oxygen sensor signal will be described.
- the ECU 28 includes an integration stop determination section 120, an oxygen flow rate estimation section 131, an integration start determination section 132, an oxygen storage amount integration section 133, a catalyst deterioration diagnosis section 134, and an air-fuel ratio correction section 135.
- the integration stop determination unit determines the integration stop position in the oxygen storage amount integration process.
- the integration stop determining section 120 includes a differential value determining section 121, a voltage value determining section 122, and a condition determining section 123.
- the differential value determination section 121 determines the differential value of the rear oxygen sensor voltage.
- This differential value determination section 121 includes a differentiator 121a and a determination section 121b.
- the differentiator 121a calculates a differential value of the rear oxygen sensor voltage based on the rear oxygen sensor voltage signal input from the rear oxygen sensor 22.
- the differential value has a positive or negative sign depending on the direction of change in the voltage value output by the oxygen concentration sensor (rear oxygen sensor 22).
- the sign of the differential value threshold differs depending on whether the air-fuel ratio is richer or leaner than the stoichiometric air-fuel ratio.
- the determination unit 121b compares the differential value of the rear oxygen sensor voltage with the differential value threshold, and determines the timing at which the differential value of the rear oxygen sensor voltage becomes larger than the differential value threshold as the rise timing (ON) of the differential value. To detect. Therefore, the determination unit 121b converts the differential value and the differential value threshold of the rear oxygen sensor voltage into absolute values. The rising timing of the differential value is output to the condition determining section 123.
- the voltage value determination unit 122 detects whether the rear oxygen sensor voltage is within a predetermined value range.
- This voltage value determination section 122 includes a voltage lower limit determination section 122a, a voltage upper limit determination section 122b, and a voltage range determination section 122c.
- the voltage lower limit determination unit 122a compares the rear oxygen sensor voltage with a voltage lower limit threshold based on the rear oxygen sensor voltage signal input from the rear oxygen sensor 22. Then, the voltage lower limit determining section 122a outputs an ON signal to the voltage range determining section 122c if the rear oxygen sensor voltage is equal to or higher than the voltage lower limit threshold.
- the voltage upper limit determination unit 122b compares the rear oxygen sensor voltage with the voltage upper limit threshold based on the rear oxygen sensor voltage signal input from the rear oxygen sensor 22. Then, if the rear oxygen sensor voltage is less than the voltage upper limit threshold, the voltage upper limit determining section 122b outputs an ON signal to the voltage range determining section 122c.
- the voltage range determination unit 122c When the voltage range determination unit 122c receives ON signals from both the voltage lower limit determination unit 122a and the voltage upper limit determination unit 122b (AND condition), it outputs a voltage within range signal (ON signal) to the condition determination unit 123.
- the condition determining unit 123 When the ON signal is input from both the differential value determining unit 121 and the voltage value determining unit 122 (AND condition), the condition determining unit 123 outputs an integration stop signal to the oxygen storage amount integrating unit 133.
- the integration stop signal is a signal that instructs the oxygen storage amount integration unit 133 to stop the oxygen storage amount integration process, and represents the timing of stopping the oxygen storage amount integration process.
- the oxygen flow rate estimation unit estimates the oxygen flow rate of the exhaust gas based on the flow rate of the exhaust gas and the air-fuel ratio obtained from the air-fuel ratio sensor signal.
- the estimated oxygen flow rate is output to the oxygen storage amount integration section 133.
- the integration start determination unit determines the start of integration of the oxygen storage amount based on the air-fuel ratio determined from the air-fuel ratio sensor signal. Then, the integration start determination unit 132 outputs an integration start signal for instructing the oxygen storage amount integration unit 133 to start integrating the oxygen storage amount.
- the oxygen storage amount integration unit integrates the amount of oxygen stored in the three-way catalyst (exhaust purification catalyst 21) during the period from the integration start position to the integration stop position.
- the integration start position is indicated by an integration start signal.
- the integration stop position is indicated by an integration stop signal.
- the integration start position is the timing at which the combustion gas of the internal combustion engine (internal combustion engine 1) determined from the air-fuel ratio detected by the front air-fuel ratio sensor 20 starts to change from lean to rich or from rich to lean.
- the integration stop position is the timing at which the oxygen concentration, which has been increasing or decreasing since before the integration start position, is reversed.
- the oxygen storage amount integration unit 133 starts integrating the oxygen storage amount based on the oxygen flow rate, and when the integration stop signal is input, it stops the integration of the oxygen storage amount. .
- the oxygen storage amount integrating section integrates the oxygen storage amount based on the oxygen flow rate, the integration start position, and the integration stop position. Therefore, the oxygen storage amount integration unit 133 can accurately determine the oxygen storage amount. Then, the oxygen storage amount integration section 133 outputs the integrated oxygen storage amount to the catalyst deterioration diagnosis section 134 as an estimated oxygen storage amount.
- the catalyst diagnosis unit (catalyst deterioration diagnosis unit 134) diagnoses the state of the three-way catalyst (exhaust purification catalyst 21) based on the oxygen storage amount (estimated oxygen storage amount) and outputs the diagnosis result.
- the diagnosis result of the three-way catalyst deterioration diagnosis is output to the air-fuel ratio correction section 135.
- the diagnosis result is expressed as a state level value assigned to each state of the three-way catalyst (exhaust purification catalyst 21).
- This condition level value represents the deterioration condition of the three-way catalyst. For example, if the three-way catalyst is new, it has not deteriorated and is assigned a state level value of "1", and if it has deteriorated, it is assigned a state level value of "2".
- the state of deterioration is subdivided so that if the three-way catalyst has not deteriorated, a state level value of "21" is assigned, and if the deterioration has progressed, a state level value of "22" is assigned. It's okay.
- the status level value may be expressed by alphabetic characters or a combination of alphanumeric characters.
- the air-fuel ratio correction section (air-fuel ratio correction section 135) corrects the target air-fuel ratio of the internal combustion engine (internal combustion engine 1) according to the air-fuel ratio target value and the diagnosis result, and outputs the corrected target air-fuel ratio. Then, the air-fuel ratio correction unit 135 outputs the calculated target value of the air-fuel ratio as a corrected target air-fuel ratio. Since the diagnosis result is expressed as a state level value, the air-fuel ratio target value correction unit 135 can speed up the target air-fuel ratio correction process by creating a table of the target air-fuel ratio correction amount according to the state level value in advance. I can do it. Thereafter, the ECU 28 controls the output of the internal combustion engine 1 in accordance with the corrected target air-fuel ratio.
- FIG. 4A is a schematic diagram showing a configuration example of the post-processing system 110.
- a three-way catalyst is used as the exhaust purification catalyst 21.
- sensors for detecting exhaust gas composition are provided at the upstream and downstream parts of the three-way catalyst, respectively.
- the aftertreatment system 110 includes a front air-fuel ratio sensor 20 at an upstream section (front) and a rear oxygen sensor 22 at a downstream section (rear).
- the front air-fuel ratio sensor 20 can measure the air-fuel ratio of the exhaust gas flowing into the three-way catalyst.
- the rear oxygen sensor 22 can detect the presence or absence of oxygen contained in the exhaust gas after catalyst purification.
- the horizontal axis of FIG. 4B is the equivalence ratio, and the vertical axis is the output of the front air-fuel ratio sensor 20.
- the output of the front air-fuel ratio sensor 20 (air-fuel ratio sensor output) tends to decrease as the equivalence ratio increases (in other words, as the exhaust gas becomes richer).
- the ECU 28 can accurately detect the equivalence ratio over a wide range from the lean state to the rich state of exhaust gas by obtaining in advance the relationship between the "equivalence ratio and the air-fuel ratio sensor output" shown in FIG. 4B.
- FIG. 4C is a diagram illustrating the relationship between the equivalence ratio of exhaust gas and the output of the rear oxygen sensor 22.
- the horizontal axis of FIG. 4C is the equivalence ratio, and the vertical axis is the rear oxygen sensor output.
- the rear oxygen sensor output can also be read as the rear oxygen sensor voltage, and changes due to the electromotive force associated with the concentration difference between the oxygen concentration contained in the exhaust gas and the oxygen concentration in the air.
- the rear oxygen sensor output generally shows the minimum electromotive force under lean conditions and the maximum electromotive force under rich conditions. Therefore, in catalyst control, the rear oxygen sensor output has a characteristic that it suddenly changes at the stoichiometric air-fuel ratio (equivalence ratio 1.0). By capturing the change timing of the rear oxygen sensor output and feeding back this change timing to the air-fuel ratio control, the ECU 28 can maintain the equivalence ratio of exhaust gas near the stoichiometric air-fuel ratio.
- FIGS. 5A and 5B are diagrams illustrating trends in the concentration of chemical species in exhaust gas relative to the equivalence ratio.
- FIG. 5A is a diagram illustrating trends in equivalence ratios of H 2 O (water), CO (carbon monoxide), CO 2 (carbon dioxide), H 2 (hydrogen), and O 2 (oxygen).
- FIG. 5B is a diagram illustrating trends with respect to the equivalent ratio of HC (hydrocarbons) and NOx (nitrogen oxides).
- the horizontal axis represents the equivalence ratio
- the vertical axis represents the concentration of chemical species in the exhaust gas.
- the combustion gas composition of hydrocarbon fuel is such that CO (carbon monoxide) and H 2 (hydrogen) increase on the rich side of the stoichiometric air-fuel ratio, while O 2 (oxygen) increases on the lean side. ) shows an increasing tendency.
- NOx nitrogen oxides
- FIG. 6 is a diagram illustrating the main reaction process of the three-way catalyst (ceria-based) used in the after-treatment system 110. In the reaction process shown in FIG. 6, description of coefficients is omitted.
- the three-way catalytic reaction process mainly consists of an oxidation reaction, a NOx reduction reaction, and an oxygen storage/release reaction.
- CO, H 2 and HC produced under rich conditions or high temperature conditions react with oxygen to produce harmless CO 2 and H 2 O.
- Unburnt hydrocarbons (HC) contain components such as methane, propane, ethylene, and butane, and reactions proceed at different rates with each component.
- the NOx reduction reaction is mainly expressed as a reaction between CO and NO, and harmless CO 2 and N 2 are produced.
- oxygen storage/release reaction storage/release of oxygen (O 2 ) and oxidation/reduction reactions of HC, CO, and NO proceed via Ce (cerium), which is a catalyst material. That is, the reaction of cerium dioxide (CeO 2 ) with CO and HC produces harmless CO 2 and H 2 O, and the reaction of dicerium trioxide (Ce 2 O 3 ) with NO produces harmless CO 2 and H 2 O. N2 is generated.
- the oxygen storage ratio ⁇ of the three-way catalyst is determined by the balance between CeO 2 and Ce 2 O 3 that are simultaneously generated. That is, if all of the Ce 2 O 3 in the catalyst becomes CeO 2 , it cannot react with NO and NO cannot be purified.
- the present invention is not limited to this. Catalysts using other materials that exhibit similar effects can also produce similar effects without changing the structure of the invention by adjusting the constants of the control model. Furthermore, in addition to the reaction process shown in FIG. 6, a water gas shift reaction or the like may be used for the catalytic reaction. The ECU 28 can also respond to these reaction processes by adjusting control model constants.
- FIG. 7 is a diagram illustrating the tendency of the purification efficiency of the three-way catalyst with respect to the exhaust gas equivalence ratio at or above the catalyst activation temperature.
- the horizontal axis represents the equivalence ratio
- the vertical axis represents the catalyst purification rate.
- FIG. 7 shows the catalyst purification rates of NOx, HC, and CO when the equivalence ratio changes from lean to rich. Furthermore, the closer the catalyst purification efficiency is to 100%, the more components in the exhaust gas are purified and not emitted.
- This graph shows that the purification efficiency characteristics of the three-way catalyst change with the stoichiometric air-fuel ratio as a boundary.
- the purification efficiency of CO and HC is maintained at approximately 90% or higher.
- the NOx purification efficiency decreases.
- the purification efficiency of HC and CO tends to decrease as the equivalence ratio increases.
- the NOx purification efficiency decreases.
- the purification efficiency of all NOx, HC, and CO can be achieved at 90% or more.
- a point near the stoichiometric air-fuel ratio is called a "ternary point.”
- the ECU 28 performs control to maintain the purification efficiency of the three-way catalyst at a high level by maintaining the equivalence ratio at the stoichiometric air-fuel ratio, which is the three-way point.
- FIG. 8 is a diagram illustrating the catalyst upstream equivalence ratio, the catalyst downstream equivalence ratio, and the output behavior of the rear oxygen sensor 22.
- the horizontal axis is time
- the vertical axis is the catalyst upstream equivalence ratio, the catalyst downstream equivalence ratio, and the rear oxygen sensor output.
- step (1) of FIG. 8 the catalyst upstream and downstream equivalence ratios are 1.0, and the output of the rear oxygen sensor 22 is a constant value. Even when the equivalence ratio is set to the stoichiometric air-fuel ratio, a very small amount of oxygen is discharged downstream of the catalyst, so that it is maintained at an intermediate state.
- step (2) of FIG. 8 the catalyst upstream and downstream equivalence ratios fall below 1.0 due to the change to the lean side.
- the catalyst upstream equivalence ratio immediately decreases, whereas the catalyst downstream equivalence ratio decreases with a gradual delay.
- the output of the rear oxygen sensor 22 suddenly changes to the minimum value side.
- step (3) of FIG. 8 the catalyst upstream and downstream equivalence ratios increase from 1.0 due to the change to the rich side.
- the catalyst upstream equivalence ratio increases immediately, whereas the catalyst downstream equivalence ratio increases with a gradual delay.
- the output of the rear oxygen sensor 22 exhibits hysteresis 31 in which it changes rapidly after a delay greater than the catalyst downstream equivalence ratio.
- step (4) of FIG. 8 similarly to step (2), the catalyst upstream and downstream equivalence ratios decrease from 1.0 due to a change to the lean side.
- the catalyst upstream equivalence ratio immediately decreases, whereas the catalyst downstream equivalence ratio decreases with a gradual delay.
- the output of the rear oxygen sensor 22 exhibits hysteresis 32 in which the output changes rapidly after a delay greater than the catalyst downstream equivalence ratio.
- the delay time of the catalyst downstream equivalence ratio and the delay time of the output of the rear oxygen sensor 22 tend to be different between a change from lean to rich and a change from rich to lean. This tendency is due to the different reaction rates of CeO 2 and Ce 2 O 3 in the three-way catalyst described in FIG. 6. Further, since the reaction rate depends on the catalyst temperature and the exhaust gas flow rate, the above-mentioned hysteresis properties 31 and 32 also change depending on the catalyst temperature and the exhaust gas flow rate.
- FIG. 9 is a diagram illustrating the hysteresis of the output characteristics of the rear oxygen sensor 22.
- the horizontal axis shows the equivalence ratio
- the vertical axis shows the output of the rear oxygen sensor 22.
- the static characteristics of the rear oxygen sensor 22 are as described with reference to FIG. 4C.
- the rear oxygen sensor 22 since the rear oxygen sensor 22 itself uses a catalyst material, it has hysteresis due to a delay in oxygen detection. That is, when there is a sudden change from a lean state to a rich state, the equivalence ratio of the change timing of the sensor output shifts to the rich side. On the other hand, when there is a sudden change from a rich state to a lean state, the equivalence ratio of the change timing of the sensor output shifts to the lean side.
- the behavior of the rear oxygen sensor 22 described above is affected by the deterioration of the characteristics of the material that constitutes the rear oxygen sensor 22 and by temperature. For example, due to aging of the rear oxygen sensor 22, a delay occurs in the output of the rear oxygen sensor. In the control model, it is necessary to consider not only the deterioration of the catalyst but also the deterioration of the rear oxygen sensor 22 and changes in dynamic characteristics including the influence of temperature.
- FIG. 10 is a diagram illustrating temporal changes in the output of the rear oxygen sensor 22 and the NOx concentration and HC concentration downstream of the catalyst.
- the horizontal axis is time
- the vertical axis is the catalyst upstream equivalence ratio, the rear oxygen sensor output, the catalyst downstream NOx concentration, and the catalyst downstream HC concentration.
- FIG. 10 shows the output of the rear oxygen sensor 22 when the firing operation (internal combustion engine operation) is performed again at the stoichiometric air-fuel ratio after a motoring operation (fuel cut) period from a state controlled at the stoichiometric air-fuel ratio. and temporal changes in NOx concentration and HC concentration downstream of the catalyst are shown.
- step (1) of FIG. 10 the catalyst upstream equivalence ratio is 1.0, and the output of the rear oxygen sensor 22 is a constant value. Further, the NOx concentration and HC concentration downstream of the catalyst are in a low state.
- step (2) of FIG. 10 a fuel cut is performed, so the output of the rear oxygen sensor 22 decreases, and the catalyst upstream and downstream equivalence ratios decrease below 1.0.
- the NOx concentration is low.
- the catalytic purification rate of HC is high, so the HC concentration is low.
- step (3) of FIG. 10 firing operation using the stoichiometric air-fuel ratio is started again.
- temporal changes in the output of the rear oxygen sensor 22 and the NOx concentration and HC concentration downstream of the catalyst will be described in the order of stoichiometric control, appropriate rich correction, and excessive rich correction.
- FIG. 11 is a diagram illustrating the relationship between the degree of catalyst deterioration and the oxygen storage capacity of the three-way catalyst.
- the horizontal axis represents the degree of catalyst deterioration
- the vertical axis represents the oxygen storage capacity.
- Catalyst deterioration refers to a state in which the catalytic action of a three-way catalyst has decreased due to thermal effects or poisoning due to sulfur contained in fuel.
- the oxygen storage capacity of the three-way catalyst is high.
- the oxygen storage capacity of the three-way catalyst tends to decrease.
- FIG. 12 is a diagram illustrating the relationship between the oxygen storage ratio of the three-way catalyst and the NOx purification efficiency of the three-way catalyst.
- the horizontal axis represents the oxygen storage ratio
- the vertical axis represents the NOx purification efficiency.
- a solid line represents a change in NOx purification efficiency of a new three-way catalyst
- a broken line represents a change in NOx purification efficiency of a deteriorated three-way catalyst.
- both the new three-way catalyst and the deteriorated three-way catalyst have a high oxygen storage ratio. Additionally, a new three-way catalyst has higher NOx purification efficiency than a deteriorated three-way catalyst.
- the oxygen storage ratio within a predetermined range is expressed as the control range 36 at the time of deterioration when the catalyst is deteriorating, and the control range 35 when the catalyst is new, and the control range 35 when the catalyst is new is the one in which the deterioration is higher. It is wider than the time control range 36.
- FIG. 13 is a diagram illustrating the comparison results of the catalyst upstream equivalence ratio, the catalyst downstream equivalence ratio, the oxygen storage ratio, and the output behavior of the rear oxygen sensor 22 when a new catalyst and a deteriorated catalyst are used.
- the horizontal axis represents time
- the vertical axis represents catalyst upstream equivalence ratio, catalyst downstream equivalence ratio, oxygen storage ratio, and rear oxygen sensor output.
- the rear oxygen sensor 22 installed downstream of the catalyst is shown when the air-fuel ratio is varied in steps from lean to rich over time, centering on the equivalence ratio of 1.0 when using a new catalyst and a deteriorated catalyst.
- the output behavior of is shown. Note that the broken line graph in the figure represents a deteriorated catalyst, and the solid line graph represents a new catalyst.
- step (1) of FIG. 13 the catalyst upstream and downstream equivalence ratios are 1.0, and the output of the rear oxygen sensor 22 is a constant value. Even when the equivalence ratio is set to the stoichiometric air-fuel ratio, a very small amount of oxygen is discharged downstream of the catalyst, so that it is maintained at an intermediate state.
- step (2) of FIG. 13 the catalyst upstream and downstream equivalence ratios fall below 1.0 due to the change to the lean side.
- the catalyst upstream equivalence ratio immediately decreases, whereas the catalyst downstream equivalence ratio decreases with a gradual delay.
- the change in the catalyst downstream equivalence ratio of the new catalyst is slower than the change in the catalyst downstream equivalence ratio of the deteriorated catalyst.
- the amount of oxygen stored in the deteriorated catalyst is small, the oxygen storage ratio of the deteriorated catalyst quickly becomes saturated, whereas it takes time for the oxygen storage ratio of the new catalyst to become saturated. Therefore, the output of the rear oxygen sensor 22 changes faster with a deteriorated catalyst than with a new catalyst.
- step (3) of FIG. 13 the catalyst upstream and downstream equivalence ratios increase from 1.0 due to the change to the rich side.
- the catalyst upstream equivalence ratio increases immediately, whereas the catalyst downstream equivalence ratio increases with a gradual delay.
- the change in the equivalence ratio of the new catalyst lags behind the change in the equivalence ratio of the deteriorated catalyst.
- step (4) of FIG. 13 similarly to step (2), the catalyst upstream and downstream equivalence ratios fall below 1.0 due to a change to the lean side.
- the catalyst upstream equivalence ratio immediately decreases, whereas the catalyst downstream equivalence ratio decreases with a gradual delay.
- changes in the new catalyst are delayed than changes in the deteriorated catalyst.
- the degraded catalyst has a reduced delay in the output behavior of the rear oxygen sensor 22 in response to lean and rich changes in the air-fuel ratio.
- This can be explained by the time course of the oxygen storage ratio of the catalyst.
- the oxygen storage ratio reaches the maximum value or minimum value more quickly, and the behavior of oxygen release downstream of the catalyst is accelerated, resulting in a change in the output behavior of the rear oxygen sensor 22.
- the delay in Therefore the rich correction period after recovery from fuel cut, which was explained with reference to FIG. 10, needs to be set in consideration of the deterioration state of the catalyst.
- FIGS. 14A and 14B are explanatory diagrams showing the influence of deterioration of the rear oxygen sensor 22 on catalyst diagnosis.
- the estimated oxygen storage amount of the deteriorated catalyst starts when the air-fuel ratio switches from lean to rich (position of Start in the diagram), and when the air-fuel ratio switches from lean to rich (position of Reset in the diagram). position) is defined as the stop of integrating the amount of oxygen storage.
- FIG. 14A is a diagram showing changes in the rear oxygen sensor voltage when the rear oxygen sensor 22 is new.
- the rear oxygen sensor 22 outputs a rear oxygen sensor voltage according to the catalyst deterioration state, and since the rear oxygen sensor voltage returns to the original value at the reset position, the catalyst diagnosis can be performed correctly.
- FIG. 14B is a diagram showing changes in the rear oxygen sensor voltage when the rear oxygen sensor 22 is in a deteriorated state.
- the rear oxygen sensor voltage rises slowly. Therefore, although the Reset position shown in FIG. 14A should originally be the timing to stop the accumulation of oxygen storage, as shown in the delay 41 due to sensor deterioration in FIG. 14B, the Reset position is delayed from the Stop position. Oxygen sensor voltage has returned to its original value. For this reason, the timing to stop integrating the oxygen storage amount is delayed, and an excessive oxygen storage amount is calculated. As a result, the catalyst diagnosis determines that a large amount of oxygen can be stored even though the catalyst is in a deteriorated state, and incorrectly diagnoses that the catalyst is new.
- FIG. 15 is a diagram illustrating a method for excluding a delay in the rear oxygen sensor voltage, which is a deteriorated state.
- the horizontal axis of FIG. 15 is time, and the vertical axis is the catalyst upstream equivalence ratio and rear oxygen sensor output.
- FIG. 15 shows a method of using the hysteresis characteristic of the rear oxygen sensor 22 to eliminate a delay in the rear oxygen sensor voltage output from the rear oxygen sensor 22 in a deteriorated state.
- the upper side of FIG. 15 shows the catalyst upstream equivalence ratio
- the lower side of FIG. 15 shows how the rear oxygen sensor voltage changes as the rear oxygen sensor output.
- the rear oxygen sensor 22 has switch-like nonlinear characteristics with a delay (hysteresis) in the output of the rear oxygen sensor voltage. For example, as shown in the catalyst upstream equivalence ratio on the upper side of FIG. 15, when changing from lean to rich or from rich to lean, the rear oxygen sensor output changes with a delay.
- the integration stop determination unit 120 (see FIG. 3) of the ECU 28 according to the present embodiment has a function of determining the integration stop position, and utilizes the characteristic that the rear oxygen sensor output is reversed when it enters the band 51. to capture the rise timing of the rear oxygen sensor voltage.
- the oxygen storage amount integration unit (oxygen storage amount integration unit 133) of the ECU 28 determines that the voltage value output by the oxygen concentration sensor (rear oxygen sensor 22) falls within the range of the voltage upper limit threshold and the voltage lower limit threshold, and the voltage value is differentiated.
- the timing at which a signal is input from the integration stop determination unit (integration stop determination unit 120) when the value exceeds the differential value threshold is defined as the integration stop position.
- the oxygen storage amount integration unit 133 calculates the oxygen storage amount when the rear oxygen sensor voltage is within the threshold of the band 51 and the time derivative of the sensor voltage value is greater than or equal to a certain threshold. Perform processing to stop integration. Therefore, the timing of starting and stopping the integration of the oxygen storage amount will be explained with reference to FIGS. 16 and 17.
- FIG. 16 is an explanatory diagram showing an example of the timing of starting and stopping the integration of the oxygen storage amount when the fuel injection amount decreases (from rich to lean).
- the integration stop determination unit 120 of the ECU 28 can accurately determine the timing to stop the oxygen storage amount integration by accurately capturing the voltage rise timing of the rear oxygen sensor 22. Therefore, the moment when the AND condition that the rear oxygen sensor voltage is within a predetermined value range (band 51) and that the differential value of the rear oxygen sensor voltage is greater than or equal to a certain threshold value is established for the oxygen storage amount integration. This is the stop timing.
- the voltage value determination unit 122 of the integration stop determination unit 120 detects the rising timing of the rear oxygen sensor voltage by detecting that the rear oxygen sensor 22 has entered the predetermined value range (band 51). Further, the differential value determining unit 121 of the integration stop determining unit 120 detects the rising timing of the differential value by determining that the differential value of the sensor voltage is greater than or equal to the threshold value.
- the time point (Start) when the fuel injection amount decreases represents the timing to start integrating the oxygen storage amount.
- FIG. 16 shows the point in time (Stop) when the rear oxygen sensor voltage increases and goes out of the predetermined value range (band 51), and then the reversed rear oxygen sensor voltage decreases and enters the predetermined value range (band 51). ) represents the timing to stop integrating the oxygen storage amount.
- the differential value of the rear oxygen sensor voltage takes a negative value, but it is converted into an absolute value by the determination unit 121b. Since the differential value of the rear oxygen sensor voltage and the differential value threshold are converted into absolute values, the determination unit 121b can easily compare the differential value of the rear oxygen sensor voltage and the differential value threshold. Therefore, the differential value determination unit 121 can grasp the timing at which the differential value exceeds the differential value threshold as the timing at which the rear oxygen sensor voltage falls within the predetermined value range (band 51).
- the oxygen storage amount integration unit 133 starts integrating the oxygen storage amount from the Start position where the state changes from rich to lean, and stops the integration at the Stop position.
- the catalyst deterioration diagnosis section 134 diagnoses the deterioration of the catalyst based on the estimated oxygen storage amount determined by the oxygen storage amount integration section 133.
- FIG. 17 is an explanatory diagram showing an example of the timing of starting and stopping the integration of the oxygen storage amount when the fuel injection amount decreases (from lean to rich).
- the time point (Start) when the fuel injection amount increases represents the timing at which the integration of the oxygen storage amount starts.
- FIG. 17 shows the point in time (Stop) when the rear oxygen sensor voltage decreases and exits the predetermined value range (band 51), and then the reversed rear oxygen sensor voltage increases and enters the predetermined value range (band 51). ) represents the timing to stop integrating the oxygen storage amount.
- the integration stop determination unit 120 can capture the timing at which the differential value exceeds the differential value threshold as the timing at which the rear oxygen sensor voltage falls within the predetermined value range (band 51).
- the oxygen storage amount integration unit 133 starts integrating the oxygen storage amount from the Start position where the state changes from lean to rich, and stops the integration at the Stop position.
- the catalyst deterioration diagnosis section 134 diagnoses the deterioration of the catalyst based on the estimated oxygen storage amount determined by the oxygen storage amount integration section 133.
- FIG. 18 is a flowchart for stopping the integration of the oxygen storage amount. Integration of the oxygen storage amount is stopped when the rear oxygen sensor voltage falls within the threshold of the band 51 and the time differential value of the rear oxygen sensor voltage exceeds a certain differential value threshold.
- the processing of each functional unit will be explained with reference to FIG.
- the integration start determination unit 132 detects that the air-fuel ratio has been reversed based on the air-fuel ratio sensor signal (S1).
- the reversal of the air-fuel ratio means that the combustion gas of the internal combustion engine begins to change from lean to rich or from rich to lean.
- the oxygen flow rate estimation unit 131 estimates the oxygen flow rate based on the air-fuel ratio sensor signal and the exhaust gas flow rate.
- the oxygen storage amount integration unit 133 starts integrating the oxygen storage amount (S2).
- the differentiator 121a of the differential value determination unit 121 calculates the differential value of the rear oxygen sensor voltage based on the rear oxygen sensor signal input from the rear oxygen sensor 22 (S3).
- the voltage value determination unit 122 checks whether the rear oxygen sensor voltage has entered a specified range (within the range of the voltage lower limit threshold and the voltage upper limit threshold) based on the rear oxygen sensor signal input from the rear oxygen sensor 22 ( S4).
- the differential value determination unit 121 checks whether the differential value (absolute value) of the rear oxygen sensor voltage is greater than or equal to a certain differential value threshold (S5).
- the integration stop determination unit 120 determines whether steps S4 and S5 are simultaneously established (S6). If steps S4 and S5 are not satisfied at the same time (NO in S6), the process returns to step S3 and is repeated. If steps S4 and S5 are satisfied at the same time (YES in S6), the integration stop determination unit 120 outputs an integration stop signal to the oxygen storage amount integration unit 133.
- the oxygen storage amount integration unit 133 stops integrating the oxygen storage amount (S7). Thereafter, the oxygen storage amount integration section 133 outputs the integrated oxygen storage amount to the catalyst deterioration diagnosis section 134 as the estimated oxygen storage amount.
- the catalyst deterioration diagnosis section 134 diagnoses the deterioration of the catalyst based on the estimated oxygen storage amount (S8), and outputs the diagnosis result to the air-fuel ratio correction section 135.
- the air-fuel ratio correction unit 135 calculates an air-fuel ratio correction value according to the diagnosis result for the input air-fuel ratio target value (S9), and ends this process. Note that the air-fuel ratio correction unit 135 outputs a corrected target air-fuel ratio based on the calculated air-fuel ratio correction value.
- FIGS. 19A and 19B are diagrams illustrating the effects of the conventional technology and the effects of the ECU 28 according to the present embodiment. Here, the influence of deterioration of the rear oxygen sensor 22 on catalyst diagnosis will be shown. Further, it is assumed that both the catalyst and the rear oxygen sensor 22 have deteriorated.
- FIG. 19A is a diagram illustrating an example of a diagnosis result of a catalyst state using a conventional technique.
- FIG. 19A is the same as FIG. 14B.
- the conventional ECU integrates the oxygen storage amount from the time when the fuel injection amount increases (Start) to the time when the fuel injection amount decreases (Reset), and calculates the excess oxygen storage amount.
- conventional ECU catalyst diagnosis incorrectly diagnoses the catalyst as new by determining that the catalyst can store a large amount of oxygen even though the catalyst is in a deteriorated state.
- FIG. 19B is a diagram showing an example of the diagnosis result of the catalyst state using the technology according to the present embodiment.
- the ECU 28 according to the present embodiment recognizes that the rear oxygen sensor voltage is within a predetermined value range and that the differential value of the rear oxygen sensor voltage is greater than or equal to a certain threshold. Therefore, the ECU 28 can detect the rise timing of the rear oxygen sensor voltage without being affected by the deterioration of the rear oxygen sensor 22. Then, the ECU 28 can accurately grasp the timing of stopping the oxygen storage amount integration and determine the oxygen storage amount according to the state of the catalyst.
- the ECU 28 can eliminate delays due to deterioration of the rear oxygen sensor 22 as much as possible by detecting the rise timing of the differential value of the rear oxygen sensor voltage. This method is easily affected by noise associated with the differential operation, and there is a risk of misdiagnosis of the catalyst state. Therefore, by setting the rise timing of the differential value of the rear oxygen sensor voltage and the rear oxygen sensor 22 within a predetermined value range as an AND condition, the ECU 28 can eliminate the influence of noise associated with the differential operation and change the catalyst state. Misdiagnosis can be prevented.
- the rear oxygen sensor voltage may change at a certain voltage value (for example, around 0.15V or 0.65V). Therefore, the ECU 28 cannot determine whether there is a transient movement in the rear oxygen sensor voltage by using the differential value as well, rather than using the threshold value alone. By setting both as an AND condition, an appropriate timing for stopping the oxygen storage amount integration can be obtained.
- the ECU 28 detects that the rear oxygen sensor voltage has entered the predetermined threshold range (band 51) after starting the oxygen storage amount integration, and that there is a time differential value of the rear oxygen sensor voltage. By determining that the differential value has exceeded the threshold value, it is possible to accurately determine the timing to stop the oxygen storage amount integration, and to determine the oxygen storage amount according to the catalyst state. By detecting the rise timing of the differential value, delays due to rear oxygen sensor deterioration can be eliminated as much as possible. Further, by setting the rise timing of the differential value and the rear oxygen sensor within a predetermined value range as an AND condition, it is possible to eliminate the influence of noise associated with the differential operation, and to prevent misdiagnosis. Therefore, the ECU 28 can maintain the purification efficiency of the three-way catalyst at a high level and prevent deterioration of emission performance.
- FIG. 20 is a block diagram showing an example of the internal configuration of the oxygen storage amount integration unit 133A according to the second embodiment.
- the oxygen storage amount integration unit 133A is configured to have a plurality of different oxygen storage amount models for estimating the oxygen storage amount of the three-way catalyst.
- the oxygen storage amount integrating section 133A includes a new catalyst oxygen storage amount model 136, a deteriorated catalyst oxygen storage amount model 137, and a model selection section 138.
- the plurality of oxygen storage models (new catalyst oxygen storage model 136, deteriorated catalyst oxygen storage model 137) are selected by the model selection unit 138 according to the state of the three-way catalyst (exhaust purification catalyst 21).
- the new catalyst oxygen storage amount model 136 is a model that estimates the oxygen storage amount that the new catalyst can store, based on the oxygen flow rate input from the oxygen flow rate estimator 131.
- the degraded catalyst oxygen storage amount model 137 is a model that estimates the oxygen storage amount that can be stored in the degraded catalyst based on the oxygen flow rate input from the oxygen flow rate estimator 131.
- the model selection unit selects from a plurality of oxygen storage models (new catalyst oxygen storage model 136, deteriorated catalyst oxygen storage model 137) according to the diagnosis result input from the catalyst deterioration diagnosis unit 134.
- the oxygen storage amount is integrated using one oxygen storage amount model. If the result of the deterioration diagnosis is that the catalyst is new, the model selection unit 138 selects the new catalyst oxygen storage amount model 136 as the model for estimating the oxygen storage amount, and selects the new catalyst oxygen storage amount model 136 until the integration start signal is input and the integration stop signal is input.
- the oxygen storage amount is integrated using the new catalyst oxygen storage amount model 136.
- the model selection unit 138 selects the degraded catalyst oxygen storage amount model 137 as a model for estimating the oxygen storage amount, receives the integration start signal, and receives the integration stop signal.
- the oxygen storage amount is integrated using the degraded catalyst oxygen storage amount model 137 up to the point where the oxygen storage amount is accumulated.
- the oxygen storage amount integrated by the model selection unit 138 is output to the catalyst deterioration diagnosis unit 134 as an estimated oxygen storage amount. Then, the catalyst deterioration diagnosis section 134 performs the catalyst deterioration diagnosis again. Further, as shown in FIG. 3, the diagnosis result by the catalyst deterioration diagnosis section 134 is output to the air-fuel ratio correction section 135.
- the oxygen storage amount integration unit 133A can determine the estimated oxygen storage amount by switching the oxygen storage amount model of the new catalyst and the deteriorated catalyst based on the diagnosis result of catalyst deterioration.
- multiple oxygen storage models are available to suit the usage time of the three-way catalyst, such as minor deterioration and major deterioration. It becomes possible to obtain the estimated oxygen storage amount.
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Abstract
Description
図1は、内燃機関制御システム100の全体概略構成図である。
ターボ過給機3は、コンプレッサ3aとタービン3bとによって構成され、コンプレッサ3aが吸気流路に接続され、タービン3bが排気流路に接続されている。ターボ過給機3のタービン3bは、内燃機関1からの排出ガスの有するエネルギをタービン翼の回転エネルギに変換する。ターボ過給機3のコンプレッサ3aは、タービン翼と連結されたコンプレッサ翼の回転によって、吸入流路から流入した吸入空気を圧縮する。
図2は、ECU28のハードウェア構成例を示すブロック図である。
スロットル弁駆動回路206は、スロットル弁7の開閉駆動を制御するための駆動信号をスロットル弁7に出力する。
燃焼噴射弁駆動回路207は、燃料噴射タイミングでの燃料噴射弁15の開閉駆動を制御するための駆動信号を燃料噴射弁15に出力する。
点火出力回路208は、点火タイミングでの点火プラグ6の点火を制御するための駆動信号を点火出力回路208に出力する。
図3は、ECU28の内部構成例を示すブロック図である。ECU28の各種の機能を有しているが、ここでは、ECU28が、空燃比センサ信号とリア酸素センサ信号に基づいて、目標空燃比を求める機能について説明する。
積算停止判定部(積算停止判定部120)は、酸素貯蔵量の積算処理における積算停止位置を判定する。この積算停止判定部120は、微分値判定部121、電圧値判定部122、及び条件判定部123を備える。
微分器121aは、リア酸素センサ22から入力するリア酸素センサ電圧信号に基づいて、リア酸素センサ電圧の微分値を演算する。微分値は、酸素濃度センサ(リア酸素センサ22)が出力する電圧値の変化方向に応じて正又は負の符号を有している。そして、空燃比が理論空燃比よりもリッチである場合、又はリーンである場合とで、微分値閾値の正負の符号が異なる。
酸素流量推定部(酸素流量推定部131)は、排ガスの流量と、空燃比センサ信号から求めた空燃比とに基づいて、排ガスの酸素流量を推定する。推定した酸素流量は、酸素貯蔵量積算部133に出力される。
積算開始判定部(積算開始判定部132)は、空燃比センサ信号から求めた空燃比に基づいて、酸素貯蔵量の積算開始を判定する。そして、積算開始判定部132は、酸素貯蔵量積算部133に酸素貯蔵量の積算開始を指示するための積算開始信号を出力する。
その後、ECU28は、補正後目標空燃比に合わせて、内燃機関1の出力制御を行う。
次に、内燃機関の排ガスを浄化する後処理システム110の構成例について、図4A~図4Cを参照して説明する。
上述したように後処理システム110では、排気浄化触媒21として三元触媒が用いられる。三元触媒の浄化効率を最適点に保持することを目的として、三元触媒の上流部と下流部とに、それぞれ排ガス組成を検出するためのセンサが備えられる。例えば、後処理システム110は、上流部(フロント)にフロント空燃比センサ20を備え、下流部(リア)にリア酸素センサ22を備える。この構成によれば、フロント空燃比センサ20が三元触媒に流入する排ガスの空燃比を計測できる。また、リア酸素センサ22が触媒浄化後の排ガスに含まれる酸素の有無を検知することができる。
図5Aと図5Bは、排ガスの化学種濃度の当量比に対する傾向を説明する図である。
図5Aは、H2O(水)、CO(一酸化炭素)、CO2(二酸化炭素)、H2(水素)、O2(酸素)の当量比に対する傾向を説明する図である。
図5Bは、HC(炭化水素)、NOx(窒素酸化物)の当量比に対する傾向を説明する図である。図5Aと図5Bの横軸は当量比、縦軸は排ガスの化学種の濃度をとる。
図6は、後処理システム110で使用される三元触媒(セリア系)の主な反応過程を説明する図である。図6に示す反応過程では、係数の記載を省略する。
酸素貯蔵・放出反応では、触媒材料であるCe(セリウム)を介して、酸素(O2)の貯蔵・放出とHC、CO及びNOの各酸化・還元反応が進行する。すなわち、二酸化セリウム(CeO2)とCO及びHCとの反応によって、無害なCO2とH2Oが生成されるとともに、三酸化二セリウム(Ce2O3)とNOとの反応によって、無害なN2が生成される。このとき、同時に生成されるCeO2とCe2O3とのバランスによって、三元触媒の酸素貯蔵割合Ψが規定される。すなわち、触媒中のCe2O3が全てCeO2となると、NOとの反応ができず、NOが浄化できない。
ストイキメトリ制御がされた時のリア酸素センサ22の出力と触媒下流のNOx濃度及びHC濃度の時間的変化は実線で示される。図8に示したように、リーン状態からリッチ状態への変化に対して、リア酸素センサ22の出力は遅れを伴って増加する。触媒下流のNOx濃度は、リア酸素センサ22の出力が復帰するまでの遅れ期間に瞬間的に増加したNOxが排出される挙動を示す。一方、触媒下流のHC濃度は、ほぼ変化していないため、HCの排出が防止される。
適正なリッチ補正がされた時のリア酸素センサ22の出力と触媒下流のNOx濃度及びHC濃度の時間的変化は破線で示される。燃料カット後、再度ファイアリング運転を開始する際に、一旦リッチ補正が実施されると、触媒上流当量比がリッチ状態となる。リア酸素センサ22の出力は、ストイキメトリ制御よりも早く当量比に到達する。また、触媒下流のNOx濃度とHC濃度は、ほぼ変化していないため、NOxとHCの排出が防止される。
過剰なリッチ補正がされた時のリア酸素センサ22の出力と触媒下流のNOx濃度及びHC濃度の時間的変化は粗い破線で示される。リア酸素センサ22は触媒の下流ガスの酸素状態を検出している。このため、過剰なリッチ補正がされると、リア酸素センサ22の出力が反応する時点において、既に触媒の内部状態は、酸素貯蔵状態が最大又は最小状態にまで変化している。また、過剰なリッチ補正がされると、図5Bに示したようにNOx濃度が低くなり、図7に示したようにNOxの触媒浄化率が増加するので、NOxの排出が防止される。
図12は、三元触媒の酸素貯蔵割合と、三元触媒のNOx浄化効率との関係を説明する図である。図12の横軸は酸素貯蔵割合、縦軸はNOx浄化効率をとる。図12では、新品の三元触媒のNOx浄化効率の変化を実線で表し、劣化した三元触媒のNOx浄化効率の変化を破線で表す。
ECU28の酸素貯蔵量積算部(酸素貯蔵量積算部133)は、酸素濃度センサ(リア酸素センサ22)が出力する電圧値が電圧上限閾値及び電圧下限閾値の範囲内に入り、かつ電圧値の微分値が微分値閾値を超えた時に、積算停止判定部(積算停止判定部120)から信号が入力されるタイミングを積算停止位置とする。例えば、酸素貯蔵量積算部133は、リア酸素センサ電圧がバンド51の閾値内に入ったこと、かつ、センサ電圧値の時間微分値がある閾値以上になったことを満たした時に酸素貯蔵量の積算を停止する処理を行う。そこで、酸素貯蔵量の積算開始及び停止のタイミングについて、図16と図17を参照して説明する。
上述したように従来の技術では、リア酸素センサ22の劣化による遅れ分41の影響があるため、リア酸素センサ電圧が遅れて出力される。このため、従来のECUは、燃料噴射量が増加した時点(Start)から燃料噴射量が減少した時点(Reset)まで酸素貯蔵量を積算しており、過剰な酸素貯蔵量を演算していた。これにより、従来のECUの触媒診断では、触媒が劣化状態にも関わらず、触媒が多くの酸素を貯蔵できると判断することで、触媒を新品状態であると誤診断をしてしまう。
本実施形態に係るECU28は、リア酸素センサ電圧が所定値の範囲内に入ったことと、リア酸素センサ電圧の微分値がある閾値以上であることを満たすことを捉える。このため、ECU28は、リア酸素センサ22の劣化に影響されることなく、リア酸素センサ電圧の立ち上がりタイミングを検知できる。そして、ECU28は、酸素貯蔵量積算の停止タイミングを的確に捉え、触媒の状態に応じた酸素貯蔵量を求めることができる。
図3に示した第1の実施形態に係る酸素貯蔵量積算部133では、積算された推定酸素貯蔵量に基づいて、触媒劣化診断部134が三元触媒の劣化を診断し、空燃比補正部135が補正後目標空燃比を演算する例を示した。ここでは、推定酸素貯蔵量を求める別の実施形態について説明する。
新品触媒酸素貯蔵量モデル136は、酸素流量推定部131から入力する酸素流量に基づいて、新品触媒が貯蔵可能な酸素貯蔵量を推定するモデルである。
劣化触媒酸素貯蔵量モデル137は、酸素流量推定部131から入力する酸素流量に基づいて、劣化触媒が貯蔵可能な酸素貯蔵量を推定するモデルである。
例えば、上述した実施形態は本発明を分かりやすく説明するためにシステムの構成を詳細かつ具体的に説明したものであり、必ずしも説明した全ての構成を備えるものに限定されない。また、本実施形態の構成の一部について、他の構成の追加、削除、置換をすることも可能である。
また、制御線や情報線は説明上必要と考えられるものを示しており、製品上必ずしも全ての制御線や情報線を示しているとは限らない。実際には殆ど全ての構成が相互に接続されていると考えてもよい。
Claims (9)
- 排気管内に設けられた三元触媒の上流に配置され、排ガスの空燃比を検出する空燃比センサと、前記三元触媒の下流に配置され、前記排ガスの酸素濃度を検出する酸素濃度センサとを備える内燃機関を制御する内燃機関制御装置であって、
前記空燃比から求められた前記内燃機関の燃焼ガスがリーンからリッチ、又はリッチからリーンに変化し始める積算開始位置から、前記積算開始位置より前から増加又は減少していた前記酸素濃度が反転する積算停止位置までの期間で前記三元触媒が貯蔵する酸素貯蔵量を積算する酸素貯蔵量積算部を備える
内燃機関制御装置。 - 前記積算停止位置を判定する積算停止判定部と、
前記排ガスの流量及び前記空燃比に基づいて、前記排ガスの酸素流量を推定する酸素流量推定部と、
前記空燃比に基づいて前記積算開始位置を判定する積算開始判定部と、を備え、
前記酸素貯蔵量積算部は、前記酸素流量、前記積算開始位置及び前記積算停止位置に基づいて、前記酸素貯蔵量を積算する
請求項1に記載の内燃機関制御装置。 - 前記酸素貯蔵量積算部は、前記酸素濃度センサが出力する電圧値が電圧上限閾値及び電圧下限閾値の範囲内に入り、かつ前記電圧値の微分値が微分値閾値を超えた時に、前記積算停止判定部から信号が入力されるタイミングを前記積算停止位置とする
請求項2に記載の内燃機関制御装置。 - 前記微分値は、前記酸素濃度センサが出力する電圧値の変化方向に応じて正又は負の符号を有し、前記空燃比が理論空燃比よりもリッチである場合、又はリーンである場合とで、前記微分値閾値の正負の符号が異なる
請求項3に記載の内燃機関制御装置。 - 前記微分値及び前記微分値閾値は、絶対値に変換されている
請求項4に記載の内燃機関制御装置。 - 前記酸素貯蔵量に基づいて、前記三元触媒の状態を診断して診断結果を出力する触媒診断部と、
空燃比目標値と、前記診断結果とに応じて、前記内燃機関の目標空燃比を補正して、補正後目標空燃比を出力する空燃比補正部と、を備える
請求項4に記載の内燃機関制御装置。 - 前記診断結果は、前記三元触媒の状態ごとに割り当てられる状態レベル値として表される
請求項6に記載の内燃機関制御装置。 - 前記酸素貯蔵量積算部は、
前記三元触媒の状態に応じて選択される複数の酸素貯蔵量モデルと、
前記診断結果に応じて、複数の前記酸素貯蔵量モデルから選択した一つの前記酸素貯蔵量モデルにより前記酸素貯蔵量を積算するモデル選択部と、を備える
請求項6に記載の内燃機関制御装置。 - 排気管内に設けられた三元触媒の上流に配置され、排ガスの空燃比を検出する空燃比センサと、前記三元触媒の下流に配置され、前記排ガスの酸素濃度を検出する酸素濃度センサとを備える内燃機関を制御する内燃機関制御装置で行われる内燃機関制御方法であって、
前記空燃比から求められた前記内燃機関の燃焼ガスがリーンからリッチ、又はリッチからリーンに変化し始める積算開始位置から、前記積算開始位置より前から増加又は減少していた前記酸素濃度が反転する積算停止位置までの期間で前記三元触媒が貯蔵する酸素貯蔵量を積算する処理を行う
内燃機関制御方法。
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| JP2019094871A (ja) * | 2017-11-27 | 2019-06-20 | 株式会社Soken | 内燃機関の制御装置 |
| WO2020189080A1 (ja) * | 2019-03-20 | 2020-09-24 | 日立オートモティブシステムズ株式会社 | 内燃機関制御装置 |
| JP2022016890A (ja) * | 2020-07-13 | 2022-01-25 | 日立Astemo株式会社 | 内燃機関の制御装置 |
| JP2022042976A (ja) * | 2020-09-03 | 2022-03-15 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング | 触媒コンバータのモデル化された反応キネティックスを適合化する方法および計算ユニット |
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| JPWO2023199508A1 (ja) | 2023-10-19 |
| JP7727834B2 (ja) | 2025-08-21 |
| US20250129755A1 (en) | 2025-04-24 |
| US12467417B2 (en) | 2025-11-11 |
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