Patent Application
20140290622
The present invention relates to an air-fuel ratio imbalance detection device for an internal combustion engine.
As disclosed in JP-A-2007-255237, for example, there has been conventionally known an internal combustion engine having a plurality of cylinders, in which a control device is provided for addressing an air-fuel ratio (A/F) difference between the cylinders. In an internal combustion engine having a plurality of cylinders, actual intake air amount is not always equal with each other and varies between the cylinders. The reason is considered that, for example, the shape or length of an intake pipe of an intake manifold varies between cylinders.
As the intake air amount varies between cylinders, the air-fuel ratios for the individual cylinders deviate from a target air-fuel ratio, that is, from an optimum air-fuel ratio, no matter whether the whole internal combustion engine is controlled to provide the target air-fuel ratio. Such inter-cylinder variation in air-fuel ratio is likely to adversely affect exhaust emission control performance. Further, from the viewpoint of fuel efficiency improvement, it is demanded that ignition timing be accurately controlled to provide the MBT (Minimum advance for Best Torque), that is, optimum ignition timing for torque maximization. As the MBT varies with the intake air amount and air-fuel ratio, fuel efficiency also may be adversely affected if the intake air amount or air-fuel ratio varies between cylinders. Under these circumstances, it is preferred that an inter-cylinder variation (imbalance) in air-fuel ratio be accurately detected.
In view of the above circumstances, the aforementioned control device for the internal combustion engine based on a conventional technology calculates the values of Wiebe function parameters for formulating a heat generation model based on each cylinder's actual heat generation rate which is calculated from the actual in-cylinder pressure for each cylinder. The actual in-cylinder pressure for each cylinder is calculated based on the output value of an in-cylinder pressure sensor mounted on each cylinder. Inter-cylinder variation in intake air amount can be accurately estimated based on the correspondence between the Wiebe function parameter values and an air amount index value which is an index for an in-cylinder intake air amount.
For accurate evaluation of an air-fuel ratio (A/F) imbalance (variation) between the cylinders, it is demanded that the air-fuel ratios for the cylinders be measured accurately on an individual basis. In recent years, it is increasingly expected that an in-cylinder pressure sensor will meet such a demand. The reason is that the combustion state within each cylinder can be detected accurately and individually by employing the configuration in which each cylinder is provided with an in-cylinder pressure sensor.
It is conceivable that a technology for detecting the air-fuel ratio for each cylinder with an in-cylinder pressure sensor may use various numerical values (hereinafter may be referred to as the “combustion parameters”) derived from the output of the in-cylinder pressure sensor. The numerical values include an in-cylinder pressure (e.g., maximum in-cylinder pressure), internal energy, indicated torque (work), a burning velocity, and the amount of generated heat. However, the inventors of the present invention have found, as a result of intensive studies, that these combustion parameters tend to have a decreased sensitivity to air-fuel ratio changes within a certain rich air-fuel ratio region (or more specifically, at an air-fuel ratio of approximately 13). Without considering the above-mentioned tendency, it is difficult to achieve air-fuel ratio imbalance detection with high accuracy if an attempt is made to detect an air-fuel ratio imbalance by using relatively inaccurate combustion parameters derived from a rich air-fuel ratio region. As a result of intensive studies conducted in view of the above circumstances, the inventors of the present invention have found a novel idea that makes it possible to accurately detect an air-fuel ratio imbalance between the cylinders by using an in-cylinder pressure sensor.
An object of the present invention is to provide an air-fuel ratio imbalance detection device that is capable of accurately detecting an air-fuel ratio imbalance between cylinders of an internal combustion engine by using an in-cylinder pressure sensor.
To achieve the above-mentioned purpose, a first aspect of the present invention is an air-fuel ratio imbalance detection device for an internal combustion engine, comprising:
output acquisition means for acquiring an output from an in-cylinder pressure sensor mounted on each of a plurality of cylinders of the internal combustion engine;
calculation means for calculating a combustion parameter indicative of a combustion status within the plurality of cylinders based on an output of the in-cylinder pressure sensor, the output being acquired by the output acquisition means;
injection amount control means for providing control to enlean an air-fuel ratio for each of the plurality of cylinders by reducing a fuel injection amount so that the combustion parameter calculated by the calculation means coincides with a predetermined value; and
imbalance detection means for detecting an air-fuel ratio imbalance between the plurality of cylinders based on a reduction amount of fuel injection amount, the reduction amount being provided by control that is exercised for each of the plurality of cylinders by the injection amount control means.
A second aspect of the present invention is the air-fuel ratio imbalance detection device for an internal combustion engine, according to the first aspect, further comprising:
an air-fuel ratio sensor disposed in an exhaust path into which exhaust gas from the plurality of cylinders is introduced; and
predetermined value calculation means for calculating the predetermined value with which the combustion parameter should coincide under the control by the injection amount control means based on a ratio and an average value, the ratio being between an air-fuel ratio value that is obtained based on the output of the air-fuel ratio sensor and a predetermined lean air-fuel ratio value, the average value being a value of the combustion parameters for the plurality of cylinders.
A third aspect of the present invention is the air-fuel ratio imbalance detection device for an internal combustion engine, according to the first or the second aspect,
wherein the injection amount control means includes:
reduction means for reducing the fuel injection amount for each of the plurality of cylinders;
comparison means for comparing the combustion parameter against the predetermined value after a start of reduction by the reduction means; and
termination means for terminating the reduction by the reduction means based on a result of the comparison.
A fourth aspect of the present invention is the air-fuel ratio imbalance detection device according to the third aspect,
wherein the injection amount control means includes:
A fifth aspect of the present invention is the air-fuel ratio imbalance detection device according to the third aspect,
wherein the reduction means includes:
A sixth aspect of the present invention is the air-fuel ratio imbalance detection device for an internal combustion engine, according to any one of the first to fifth aspect,
wherein the injection amount control means includes:
wherein the imbalance detection means includes:
A seventh aspect of the present invention is the air-fuel ratio imbalance detection device according to any one of the first to sixth aspects, wherein
the combustion parameter is at least one of quantities selected from a group of an in-cylinder pressure, internal energy, indicated torque, indicated work, a burning velocity, and the amount of generated heat, or a physical quantity correlated with at least one of the quantities selected from the group.
According to the first aspect of the present invention, an air-fuel ratio imbalance can be detected, based on a decrease in the fuel injection amount during a control process of enleaning the air-fuel ratio. This makes it possible to accurately detect an air-fuel ratio imbalance between the cylinders by using the in-cylinder pressure sensor.
According to the second aspect of the present invention, target values of the combustion parameters for the predetermined lean air-fuel ratio can be calculated during an operation of the internal combustion engine by using the “average air-fuel ratio detected from the exhaust gas in the plurality of cylinders” and the “average values of the combustion parameters for the plurality of cylinders.”
The third aspect of the present invention can accurately judge whether the combustion parameters coincide with predetermined values in each cylinder, and thereby the air-fuel ratio can be steadily enleaned to obtain a desired lean air-fuel ratio.
According to the fourth aspect of the present invention, air-fuel ratio information to be used for air-fuel ratio imbalance detection can be accurately calculated on an individual cylinder basis by precisely determining a decrease (a change) in the fuel injection amount.
According to the fifth aspect of the present invention, the result of comparison between the combustion parameters and predetermined values can be properly fed back to fuel injection amount reduction control.
According to the sixth aspect of the present invention, the air-fuel ratio information to be used for air-fuel ratio imbalance detection can be acquired on an individual cylinder basis while changing the target cylinder.
According to the seventh aspect of the present invention, an air-fuel ratio imbalance can be detected by using general combustion parameters indicative of a combustion state within the internal combustion engine or by using physical quantities correlated with the combustion parameters.
Although only one cylinder is shown in
Each cylinder is also provided with an in-cylinder pressure sensor (CPS (Combustion Pressure Sensor)) 16 that detects an in-cylinder pressure (a combustion pressure). The engine 10 is also provided with a crank angle sensor 18 that outputs a signal CA in accordance with a crank angle θ
An intake system for the engine 10 includes an intake path 20 that is connected to each cylinder. An air cleaner 22 is disposed at the inlet of the intake path 20. An air flow meter 24 is disposed downstream of the air cleaner 22 to output a signal GA in accordance with the flow rate of air taken into the intake path 20. An electronically-controlled throttle valve 26 is disposed downstream of the air flow meter 24. A throttle opening sensor 27 is disposed near the throttle valve 26 to output a signal TA in accordance with the degree of opening of the throttle valve 26. A surge tank 28 is disposed downstream of the throttle valve 26. An intake pressure sensor 30 is disposed near the surge tank 28 to measure an intake pressure.
An exhaust system for the engine 10 includes an exhaust path 32 that is connected to each cylinder. Specifically, the exhaust path 32 includes an exhaust manifold and an exhaust pipe. Exhaust ports of cylinders #1 to #4 merge with the exhaust manifold. The exhaust pipe is connected to the exhaust manifold. Catalysts 34, 36 are disposed in the exhaust path 32. For example, three-way catalysts, NOx catalysts, or other catalysts appropriate for the employed system are used as the catalysts 34, 36. A catalyst upstream exhaust sensor 33 and a catalyst downstream exhaust sensor 35 are disposed in the exhaust path 32. The catalyst upstream exhaust sensor 33 is a so-called air-fuel ratio (A/F) sensor capable of linearly detecting an oxygen concentration. Specifically, a limited-current air-fuel ratio sensor or various other air-fuel ratio sensors may be used as the catalyst upstream exhaust sensor 33. There is a known system that provides sub-feedback air-fuel ratio control with a so-called sub-oxygen sensor. In the present embodiment, the catalyst downstream exhaust sensor 35 is used as the sub-oxygen sensor. However, the configuration of the exhaust system to which the present invention is applied is not limited to the above-described configuration according to the present embodiment. The present invention can also be applied, for instance, to the exhaust system having only one exhaust path catalyst or having only one exhaust gas sensor.
A control system for the engine 10 includes an ECU (Electronio Control Unit) 50. The input section of the ECU 50 is connected to various sensors such as the aforementioned in-cylinder pressure sensor 16, crank angle sensor 18, air flow meter 24, throttle opening sensor 27, and intake pressure sensor 30. The output section of the ECU 50 is connected to various actuators such as the aforementioned ignition plug 12, direct-injection injector 14, and throttle valve 26. The ECU 50 controls an operating state of the engine 10 in accordance with various items of input information. From the signal CA of the crank angle sensor 18, the ECU 50 can calculate an engine speed (the number of revolutions per unit time) and an in-cylinder volume V that is determined by the position of a piston. In accordance, for instance, with the engine speed, load, and an intake air amount, the ECU 50 calculates a proper fuel injection amount providing a target air-fuel ratio appropriate for a prevailing operating state, and then causes the direct-injection injector 14 to inject fuel accordingly.
The ECU 50 stores a calculation program that calculates combustion parameters, which are values representing the status of in-cylinder combustion, in accordance with an output of the in-cylinder pressure sensor 16. The output of the in-cylinder pressure sensor 16 is sampled at predetermined intervals (at predetermined crank angles). Measured data based on such a sampled value can be used as an input value for the calculation program. In the present embodiment, it is assumed that the ECU 50 executes a program for calculating the amount of generated heat Q, as a combustion parameter, in accordance with the output of the in-cylinder pressure sensor 16. The calculation program for calculating the combustion parameters may be prepared, stored, and executed by using various publicly known technologies so that calculations are performed in accordance with various publicly known calculation formulas. The technologies for implementing the calculation program will not be described in detail because they are not novel technologies.
In view of the above circumstances, the air-fuel ratio imbalance detection device, which is used for an internal combustion engine, according to the first embodiment provides control as described below to avoid the above-described decrease in the sensitivity of the combustion parameters in a rich region. First of all, the air-fuel ratio imbalance detection device enleans the air-fuel ratio in each cylinder during an operation of the engine 10. As an example, it is assumed that cylinder #1 is selected from the plurality of cylinders of the engine 10 and enleaned firstly. The cylinder to be subjected to enleaning control according to the first embodiment may be hereinafter referred to as the “target cylinder.” At present, cylinder #1 is the target cylinder. Enleaning control is exercised by decreasing the fuel injection amount from the direct-injection injector 14. The fuel injection amount is decreased so that a combustion parameter (the amount of generated heat in the first embodiment) derived from the output of the in-cylinder pressure sensor 16 decreases to a predetermined threshold value.
The predetermined lean air-fuel ratio and the threshold value α are discussed as above because, in a situation where the air-fuel ratio change toward the lean side is excessively small, air-fuel ratio imbalance detection control might not be exercised with adequate accuracy due to the sensitivity tolerance and inter-instrument difference in the in-cylinder pressure sensor 16. The predetermined lean air-fuel ratio may be hereinafter referred to as the “lean air-fuel ratio for permitting air-fuel ratio detection.” As far as the threshold value α is defined in accordance with the above-mentioned “lean air-fuel ratio for permitting air-fuel ratio detection,” the air-fuel ratio can be enleaned to achieve adequate detection accuracy when the amount of generated heat Q is decreased to the threshold value α for enleaning purposes.
When the fuel injection amount is reduced until the amount of generated heat Q coincides with the threshold value α as shown in
The above-described series of processing steps is also performed for the remaining cylinders (cylinders #2 to #4). As a result, the air-fuel ratio for each of cylinders #1 to #4 is calculated. The calculated air-fuel ratios can be relatively compared to judge whether there was an air-fuel ratio imbalance between the cylinders before fuel injection amount reduction.
As described above, the air-fuel ratio imbalance detection device, which is used for an internal combustion engine, according to the first embodiment can reduce the fuel injection amount for each cylinder of the engine 10 so that the amount of generated heat Q calculated from the output of the in-cylinder pressure sensor 16 coincides with the predetermined threshold value α. More specifically, when there is a significant air-fuel ratio imbalance between the cylinders, the fuel injection amount, which is reduced on an individual cylinder basis until the amount of generated heat Q coincides with the threshold value α, should vary to a great extent. As such being the case, the air-fuel ratio imbalance can be detected based on the reduction amount of fuel injection amount during an air-fuel ratio control process of enleaning the air-fuel ratio (injection reduction amount A). Consequently, the air-fuel ratio imbalance between the cylinders can be accurately detected by using the in-cylinder pressure sensor 16.
According to the first embodiment, an air-fuel ratio imbalance within a rich air-fuel ratio region can be detected with adequate accuracy while avoiding the influence of a combustion parameter sensitivity decrease at the aforementioned rich air-fuel ratio. More specifically, as described with reference to
First of all, the routine shown in
When, on the other hand, the condition in step S100 is established, the ECU 50 proceeds to step S102 and performs a process of reducing the fuel injection amount for a target cylinder. In this step, the current target cylinder is determined to specify what number cylinder is targeted. In the first embodiment, cylinder #1 is first set as the target cylinder. In this step, the fuel injection amount for cylinder #1 is reduced by a predetermined amount.
Meanwhile, the ECU 50 continuously executes a program of calculating the amount of generated heat Q in accordance with the output of the in-cylinder pressure 30 sensor 16. In accordance with the process performed in step S102, the ECU 50 proceeds to step S104 and calculates the amount of generated heat Q as a result of combustion according to the fuel injection amount reduced in step S102.
Next, the ECU 50 proceeds to step S106 and performs a process of judging whether the amount of generated heat Q, which was calculated in step S104, is not greater than the threshold value α. When the condition in step S106 is not established, the degree of enleaning is not sufficient to permit the amount of generated heat Q to reach the threshold value α although the fuel injection amount is reduced. In this instance, therefore, processing loops and returns to step S102 so as to further reduce the fuel injection amount. In the first embodiment, when performing step S102 for a second or subsequent time, the ECU 50 increases the amount of fuel injection amount reduction by a predetermined value (performs a reduction amount increase process). When a series of processing steps S102, S104, and S106 is performed, the fuel injection amount can be reduced until the amount of generated heat Q of the target cylinder coincides with the threshold value α. When the condition in step S106 is established, the ECU 50 terminates a process of reducing the fuel injection amount for cylinder #1.
For the sake of brevity, the description of a “target cylinder change” is omitted from the flowchart of
When processing proceeds to step S108 as a result of the above process, the reduction amount of fuel injection amount (injection reduction amount A in
Next, the ECU 50 proceeds to step S110 and performs a process of formulating an imbalance judgment. As a premise for the process performed in step S110, the ECU 50 stores a process of evaluating the variation of the air-fuel ratios (e.g., checking whether the variation is within a predetermined range) by comparing the air-fuel ratios calculated in step S108 for cylinders #1 to #4. This imbalance judgment process should be prepared in accordance with judgment criteria for determining whether there is an air-fuel ratio imbalance between the cylinders. Upon completion of step S110, the routine terminates.
According to the above-described process, the fuel injection amount for each cylinder of the engine 10 can be reduced so that the amount of generated heat Q, which is calculated from the output of the in-cylinder pressure sensor 16, coincides with the threshold value α. This makes it possible to accurately detect an air-fuel ratio imbalance between the cylinders by using the in-cylinder pressure sensor 16.
Further, according to the above-described process, steps S102 to S106 are performed for each cylinder so that the ECU 50 reduces the fuel injection amount from the direct-injection injector 14 for each of the plurality of the cylinders of the engine 10. After initiating this process of reducing the fuel injection amount, the ECU 50 performs a judgment process in step S106 by comparing a combustion parameter (the amount of generated heat Q) against the threshold value α. In step S106, the ECU 50 terminates a fuel injection amount reduction control process in accordance with the result of comparison between the amount of generated heat Q and the threshold value α. Performing a series of the above-described processing steps makes it possible to accurately judge whether the combustion parameter (the amount of generated heat Q) coincides with the threshold value α in each cylinder and steadily enlean the air-fuel ratio as desired in accordance with the threshold value α.
Furthermore, according to the above-described process, the reduction of the fuel injection amount starts in step S102, which is the initial step, and subsequently comes to a stop in step S106 in which the amount of generated heat Q coincides with the threshold value α. As described above, the start and end points of fuel injection amount reduction can be clearly determined by continuously calculating and monitoring the combustion parameter (the amount of generated heat Q) in accordance with the output of the in-cylinder pressure sensor 16. This makes it possible to precisely determine the reduction amount of fuel injection amount (the amount of change in the fuel injection fuel amount) and accurately calculate the air-fuel ratio information to be used for air-fuel ratio imbalance detection on an individual cylinder basis.
Moreover, according to the above-described process, processing loops when the condition in step S106 is not established (that is, when the amount of generated heat Q is greater than the threshold value α) so that the ECU 50 performs a process of increasing the reduction amount of fuel injection amount by a predetermined value (performs the reduction amount increase process) when step S102 is performed for a second time. Consequently, the result of comparison between the combustion parameter (the amount of generated heat Q) and the threshold value α can be properly fed back to fuel injection amount reduction control.
In addition, according to the above-described process, one of cylinders #1 to #4 of the engine 10 can be selected as the target cylinder and subjected to the processes in steps S102, S104, and S106. Subsequently, the air-fuel ratio information to be used for air-fuel ratio imbalance detection can be acquired on an individual cylinder basis while changing the target cylinder.
In the first embodiment described above, the in-cylinder pressure sensor 16 corresponds to the “in-cylinder pressure sensor” according to the first aspect of the present invention; and the program for calculating the amount of generated heat Q, which is stored in the ECU 50, corresponds to the “calculation means” according to the first aspect of the present invention. Further, in the first embodiment described above, the “injection amount control means” according to the first aspect of the present invention is implemented when the ECU 50 performs steps S102, S104, and S106; and the “imbalance detection means” according to the first aspect of the present invention is implemented when the ECU 50 performs steps S108 and S110. Furthermore, in the first embodiment described above, the amount of generated heat Q corresponds to the “combustion parameter” according to the first aspect of the present invention; and the threshold value α corresponds to the “predetermined value” according to the first aspect of the present invention.
In the first embodiment, the ECU 50 executes the program that calculates the amount of generated heat Q as a combustion parameter in accordance with the output of the in-cylinder pressure sensor 16. However, the present invention is not limited to such program execution. The ECU 50 may store a calculation program that calculates a different combustion parameter in accordance with the output of the in-cylinder pressure sensor 16. More specifically, the ECU 50 may store a calculation program that calculates one or more combustion parameters such as the in-cylinder pressure, maximum in-cylinder pressure, internal energy, indicated torque, indicated work, or burning velocity. Alternatively, the ECU 50 may store a program that calculates physical quantities correlated with the above-mentioned combustion parameters.
The internal combustion engine system according to the first embodiment is configured as a sub-feedback air-fuel ratio control system that uses the catalyst downstream exhaust sensor 35 as a so-called sub-oxygen sensor. However, the present invention is not limited to such a configuration. The exhaust system may be configured to have only one exhaust path catalyst or only one exhaust gas sensor other than the configuration in the first embodiment. Although the system according to the first embodiment directly injects gasoline from a fuel injection valve to a combustion chamber, a system capable of injecting the gasoline into an intake port of the intake path may be used. A system capable of port injection and in-cylinder injection may be used.
The air-fuel ratio imbalance detection device, which is used for an internal combustion engine, according to a second embodiment of the present invention and the internal combustion engine system to which the air-fuel ratio imbalance detection device is applied are configured so as to include the same hardware configurations as the counterparts according to the first embodiment. The hardware configurations will be briefly described or omitted from the subsequent description to avoid redundancy. In the second embodiment, which is described below, the ECU 50 performs a process of calculating the threshold value α for enleaning from a detectable lean air-fuel ratio on the basis of the idea that the average amount of heat generated in all cylinders correlates with an exhaust air-fuel ratio (which is an air-fuel ratio based on the output of the catalyst upstream exhaust sensor 33 as an air-fuel ratio sensor). Hence, even when the appropriate threshold value α for the amount of generated heat changes with the operating conditions, an air-fuel ratio imbalance can be accurately detected irrespective of such changes.
In the first embodiment, the threshold value α is set in accordance with a “lean air-fuel ratio at which air-fuel ratio detection can be achieved” and used by the ECU 50 to execute the flowchart of
Threshold value α=average amount of generated heat×(exhaust air-fuel ratio/predetermined lean air-fuel ratio) (1)
In Equation (1), the “average amount of generated heat” is the average value of the amounts of generated heat Q that are calculated from the outputs of the in-cylinder pressure sensors 16 for cylinders #1 to #4. In other words, when the amounts of heat generated in cylinders #1, #2, #3, and #4 are Q1, Q2, Q3, and Q4, respectively, the average amount of generated heat is the average value of Q1, Q2, Q3, and Q4.
The “exhaust air-fuel ratio” is an air-fuel ratio that is detected from exhaust gas introduced into the exhaust path 32. As the catalyst upstream exhaust sensor 33 (air-fuel ratio sensor) is disposed in the exhaust path 32 into which the exhaust gas from each of cylinders #1 to #4 flows, the air-fuel ratio detected from the output of the catalyst upstream exhaust sensor 33 can be used as the “exhaust air-fuel ratio.”
The “predetermined lean air-fuel ratio” is an air-fuel ratio that is, as described in connection with the first embodiment, lean enough to avoid the influence of impediments to measurement, such as the sensitivity tolerance and inter-instrument difference in the in-cylinder pressure sensor 16. The value of the predetermined lean air-fuel ratio should be preset.
When Equation (1) is used, the threshold value α, which serves as a target value for the amount of generated heat Q, can be calculated from the present average amount of generated heat so that the present exhaust air-fuel ratio can be enleaned to the predetermined lean air-fuel ratio.
In the second embodiment, Equation (2) below is used to calculate the air-fuel ratio for the target cylinder.
Target cylinder air-fuel ratio−A/a+B (2)
In Equation (2), the symbol “A” is the same as “injection reduction amount A” in step S108 of the first embodiment and indicative of the total amount of reduction provided by fuel injection amount reduction for enleaning. The symbol “a” is a predetermined gradient of correlation between injection amount and air-fuel ratio. The symbol “B” is a predetermined detectable lean air-fuel ratio, that is, the predetermined lean air-fuel ratio.
The air-fuel ratio imbalance detection device according to the second embodiment is capable of calculating a target value (threshold value α) for a combustion parameter in accordance with the predetermined lean air-fuel ratio during an operation of the engine 10 by using an “average air-fuel ratio detected from exhaust gas introduced from cylinders #1 to #4” and an “average value of the combustion parameters (the amounts of generated heat Q) for cylinders #1 to #4.” In the second embodiment, various parameters other than the amount of generated heat may also be used, as is the case with the first embodiment. Further, the second embodiment may be variously modified in the same manner as for the first embodiment.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2011/061193 | 5/16/2011 | WO | 00 | 11/13/2013 |
