Patent Application
20050016513
The present invention relates to an air-fuel ratio control apparatus and a method thereof, for feedback controlling an air-fuel ratio of an air-fuel mixture of an internal combustion engine according to the concentration of a specific component in an exhaust gas of the internal combustion engine.
Japanese Unexamined Patent Publication No. 09-088688 discloses an air-fuel ratio control apparatus in which a heater is disposed on an air-fuel ratio sensor detecting an air-fuel ratio of an air-fuel mixture based on the oxygen concentration in an exhaust gas, and the air-fuel ratio sensor is heated by the heater, to be kept in an activated condition.
In an internal combustion engine for motorcycle, generally, the engine displacement is small and also the thermal capacity of an exhaust pipe is small, compared with an internal combustion engine for automobile.
Therefore, in the internal combustion engine for motorcycle, when an exhaust heat amount is small, such as an idle operating time, sometimes, a temperature change in an exhaust system is large and condensed water is generated.
Then, if the condensed water hits the air-fuel ratio sensor in a state where the air-fuel ratio sensor is heated by the heater, an element of the air-fuel ratio sensor is cracked due to a thermal shock.
Therefore, it becomes necessary to stop the power supply to the heater when the heat amount from the exhaust is small, such as the idle operating time of the internal combustion engine.
Further, if the power supply to the heater is stopped, the air-fuel ratio sensor cannot be kept in the activated condition, and therefore, it is also necessary to stop an air-fuel ratio feedback control.
However, if the power supply to the heater is stopped in order to avoid the element crack, a delay occurs until the air-fuel ratio sensor is fully warmed up, when the power supply to the heater is resumed to start the air-fuel ratio feedback control.
Then, there is caused a problem in that since a response characteristic of the air-fuel ratio sensor is lowered during a period of time until the air-fuel ratio sensor is fully warmed up, the accuracy of feedback control is significantly lowered.
The present invention has an object to provide an air-fuel ratio control apparatus and an air-fuel ratio control method, capable of preventing the accuracy of an air-fuel ratio feedback control from being lowered while avoiding an element crack.
In order to achieve the above object, the present invention is constituted so that a concentration detection signal from an exhaust component concentration detector is smoothed, and an air-fuel ratio feedback control signal is calculated based on the smoothed concentration detection signal; and also, it is judged whether or not a low temperature condition of the exhaust component concentration detector is established, and a smoothing degree of the concentration detection signal is set to be a normal value when the low temperature condition is not established but to be a value less than the normal value when the low temperature condition is established.
The other objects and features of this invention will become understood from the following description with reference to the accompanying drawings.
In
Throttle valve 3 adjusts an intake air amount of internal combustion engine 1.
A fuel injection valve 4 is disposed in intake pipe 2 on the downstream of throttle valve 3.
In a combustion chamber 5 of internal combustion engine 1, an air-fuel mixture is formed of fuel injected from fuel injection valve 4 and air passed through throttle valve 3.
The air-fuel mixture is ignited to burn in combustion chamber 5, with spark ignition by an ignition plug 6.
Combusted exhaust gas of internal combustion engine 1 is discharged via an exhaust pipe 8, on which is disposed a catalytic converter 7, into the atmosphere.
Fuel injection valve 4 is driven to open according to an injection pulse signal from a control unit 10.
A fuel injection quantity by fuel injection valve 4 is controlled based on pulse width of the injection pulse signal.
Control unit 10 incorporates therein a microcomputer.
Control unit 10 receives detection signals from various sensors, to output the injection pulse signal by the calculation process based on the detection signals.
As the various sensors, there are provided an air flow meter 11 detecting the intake air amount of internal combustion engine 1 at the upstream side of throttle valve 3, a rotation sensor 12 detecting a rotation speed of internal combustion engine 1, an air-fuel ratio sensor 13 detecting the oxygen concentration inside exhaust pipe 8 on the upstream side of catalytic converter 7 to detect an air-fuel ratio, and a vehicle speed sensor 14 detecting a running speed of the motorcycle.
Air-fuel ratio sensor 13 is provided with a heater 13a heating a sensor element.
Note, air-fuel ratio sensor 13 may be the one detecting in a wide range the air-fuel ratio from the oxygen concentration in the exhaust gas, or the one only detecting whether the air-fuel ratio is richer or leaner than a stoichiometric air-fuel ratio.
Here, control unit 10 feedback controls the fuel injection quantity by fuel injection valve 4, so that the air-fuel ratio detected by air-fuel ratio sensor 13 is coincident with the stoichiometric air-fuel ratio.
Further, control unit 10 controls an applied voltage to heater 13a provided on air-fuel ratio sensor 13.
A flowchart of
In step S1, operating conditions of internal combustion engine 1 including an engine rotation speed Ne and an engine intake air amount Q, are read.
In step S2, it is judged whether or not the engine rotation speed Ne is less than a threshold Ne1 and also the intake air amount Q is less than a threshold Q1.
Here, if it is judged that the engine rotation speed Ne is less than the threshold Ne1 and also the intake air amount Q is less than the threshold Q1, control proceeds to step S3, where 1 is set to flag F.
In next step S4, the power supply to heater 13a is shut off and also the air-fuel ratio feedback control is stopped.
In a low load and low rotation speed region of internal combustion engine 1, since the temperature of exhaust pipe is significantly changed on the low temperature side, condensed water is generated.
Then, if the condensed water hits air-fuel ratio sensor 13 heated by heater 13a, there is a possibility of element crack due to a thermal shock.
Further, in the operation region of low rotation speed and low load, the necessity for matching accurately the air-fuel ratio with the target air-fuel ratio, is relatively low.
Accordingly, when internal combustion engine 1 is being operated at the low load and low rotation speed, the power supply to heater 13a is shut off, to prevent the element from being cracked.
Note, the constitution may be such that a low voltage of the degree at which the element crack can be avoided, is applied to heater 13a, when internal combustion engine 1 is being operated at the low load and low rotation speed.
Further, the constitution may be such that the switching between the shutting off of the power supply to heater 13a and the application of the low voltage to heater 13a can be performed according to an elapsed time after the starting of engine operation, when internal combustion engine 1 is being operated at the low load and low rotation speed.
On the other hand, when it is judged in step S2 that the engine rotation speed Ne is the threshold Ne1 or above and/or the intake air amount Q is the threshold Q1 or above, control proceeds to step S5.
In step S5, a normal power supply control to heater 13a is performed.
The normal power supply control means an applied voltage control according to the engine load and the engine rotation speed, an applied voltage feedback control based on the temperature of air-fuel ratio sensor 13 or a control for applying a relatively high constant voltage.
Then, air-fuel ratio sensor 13 is kept at the activation temperature by the normal power supply control.
In next step S6, it is judged whether or not 1 is set to flag F.
When 1 is set to flag F, control proceeds to step S7.
In step S7, it is judged whether or not Ne1≦Ne≦Ne2 and also Q1≦Q≦Q2 (Q1<Q2) are established.
Namely, as shown in step S12, a region where Ne1≦Ne≦Ne2 and also Q1≦Q≦Q2 are established, is a region A surrounding the low load and low rotation speed region where the power supply to heater 13a and the air-fuel ratio feedback control are stopped.
Accordingly, when it is judged that Ne1≦Ne≦Ne2 and also Q1≦Q≦Q2 are established, the engine operation corresponds to an operation region just after shifting from the operation region where the power supply to heater 13a is stopped.
When it is judged in step S7 that Ne1≦Ne≦Ne2 and also Q1≦Q≦Q2 are established, control proceeds to step S8.
In step S8, it is judged whether or not a change speed ΔQ of the intake air amount Q exceeds a predetermined value ΔQ1, in other words, whether or not the intake air amount is increasingly changed at a predetermined speed.
When it is judged in step S8 that the change speed ΔQ of the intake air amount Q is the predetermined value ΔQ1 or less, control proceeds to step S9.
In step S9, it is judged whether or not an elapsed time after the starting of power supply to heater 13a reaches a predetermined time or above.
When the elapsed time after the starting of power supply is less than the predetermined time, control proceeds to step S10.
In step S10, a relatively small value in conformity with a low temperature condition of air-fuel ratio sensor 13 is set as the weight used in weighted mean processing of the detection signal from air-fuel ratio sensor 13.
The above weight is the weighting to a previous value of when the weighted mean processing is performed on a previous weighted mean value and a newest detection result. By decreasing the weight, the smoothing degree of the detection signal from air-fuel ratio sensor 13 becomes lower.
In the case where control proceeds from step S9 to step S10, the engine operation is in an operation region where the exhaust temperature is low just after the power supply to heater 13a is resumed, and also is stabled in the low exhaust temperature region since the change in the intake air amount is small, and also a heating time by heater 13a is insufficient.
In such conditions, it is estimated that, since the temperature of air-fuel ratio sensor 13 does not reach the activation temperature, a response characteristic of air-fuel ratio sensor 13 is lowered.
On the other hand, a gain for the air-fuel ratio feedback control is set so as to be in conformity with the response of when the sensor element temperature is high and accordingly, air-fuel ratio sensor 13 is fully warmed up.
Accordingly, if the feedback control is performed normally at the low exhaust temperature time where the response characteristic of air-fuel ratio sensor 13 is lowered, the accuracy of the air-fuel ratio feedback control is lowered.
Therefore, in step S10, the weighting to the previous value of when the weighted mean processing is performed on the detection signal from air-fuel ratio sensor 13, is lowered so that the degradation of response characteristic of air-fuel ratio sensor 13 is offset.
On the other hand, in the case where it is judged in step S7 that Ne1≦Ne≦Ne2 and also Q1≦Q≦Q2 are not established, control proceeds to step S11.
In the case where it is judged in step S7 that Ne1≦Ne≦Ne2 and also Q1≦Q≦Q2 are not established, it is judged that the engine operation shifts from the region where the power supply to heater 13a is stopped, passing through the region where Ne1≦Ne≦Ne2 and also Q1≦Q≦Q2 are established, to an operation region where the exhaust temperature is higher.
Further, when it is judged in step S8 that the change speed ΔQ of the intake air amount Q exceeds the predetermined value ΔQ1, it is estimated that the temperature of air-fuel ratio sensor 13 rises immediately due to the abrupt rise of exhaust temperature.
Therefore, also when it is judged in step S8 that the change speed ΔQ of the intake air amount Q exceeds the predetermined value ΔQ1, control proceeds to step S11.
Further, in the case where it is judged in step S9 that the elapsed time after the starting of power supply to heater 13a reaches the predetermined time or above, it is estimated that the temperature of air-fuel ratio sensor 13 is sufficiently high due to the heating by heater 13a.
Accordingly, also when the elapsed time after the starting of power supply to heater 13a reaches the predetermined time or above, control proceeds to step S11.
In step S11, flag F is reset to 0.
In next step S12, the weight adapted to the fully warmed up condition of air-fuel ratio sensor 13 is set according to the intake air amount Q and the engine rotation speed Ne at the time.
In step S12, the setting of the weight to the region A where Ne1≦Ne≦Ne2 and also Q1≦Q≦Q2 are established, is also performed. However, the weight to the region A set in step S12 is larger than the weight set in step S10.
Accordingly, when the temperature of air-fuel ratio sensor 13 is sufficiently high, the smoothing degree of the detection result of air-fuel ratio sensor 13 becomes higher.
In step S12, the weight is set so that the smoothing degree becomes higher as the engine rotation speed becomes higher, and also the smoothing degree becomes higher as the engine load becomes larger.
Note, a region B of intermediate load and intermediate rotation speed is a region where the change in air-fuel ratio becomes large due to the resonance in the air-fuel ratio feedback control.
Therefore, in the region B, the weight is made to be larger than that in an intermediate load and intermediate rotation speed region C surrounding the region B, so as to suppress the deflection of air-fuel ratio.
When the weight is set in step S10 or step S12, control proceeds to step S13.
In step S13, a weighted mean value Vout of an output Vin of air-fuel ratio sensor 13 is calculated in accordance with the following equation.
Vout(n)=Vout(n−1)×weight+Vin×(1−weight)
Note, Vout(n−1) is a previous value of the weighted mean value Vout.
Then, in step S14, an actual air-fuel ratio is calculated based on the weighted mean value Vout, to calculate an air-fuel ratio feedback control signal.
As described in the above, in the present embodiment, the smoothing degree of the detection signal from air-fuel ratio sensor 13 is made to be lower, just after the engine operation shits from the engine load and engine rotation speed region where the power supply to heater 13a is stopped.
Thus, in the state of the low response characteristic before the temperature of air-fuel ratio sensor 13 does not rise sufficiently, there does not appear a large difference between the response of air-fuel ratio to be used in the air fuel ratio feedback control and that at the warmed-up time, thereby enabling the prevention of drop of controllability due to the nonconformity of feedback gain.
The entire contents of Japanese Patent Application No. 2003-278480 filed on Jul. 23, 2003, a priority of which is claimed, are incorporated herein by reference.
While only a selected embodiment has been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims.
Furthermore, the foregoing description of the embodiment according to the present invention is provided for illustration only, and not for the purpose of limiting the invention as defined in the appended claims and their equivalents.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2003-278480 | Jul 2003 | JP | national |
