JP5262856B2 - Gas sensor deterioration diagnosis device and gas sensor deterioration diagnosis method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the deterioration diagnosing device of a gas sensor for precisely diagnosing the deterioration of the gas sensor, and a method for diagnosing the deterioration of the gas sensor. <P>SOLUTION: The deterioration diagnosing device 10 of the gas sensor diagnoses the deterioration of the gas sensor 14 equipped with a detection element 14a for detecting the concentration of the specific gas in the exhaust gas flowing through the exhaust passage 22 of an internal combustion engine 2 and a heater 14b for heating the detection element 14a and has a diagnosing condition determining means (step S1) for determining whether a condition having to diagnose the deterioration of the gas sensor 14 is satisfied, a heater control means (step S3) for changing over the air/fuel ratio of the internal combustion engine 2 and starting the control of the power supply to the heater 14b when the condition having to diagnose the deterioration of the gas sensor 14 is determined to be satisfied, a response time measuring means (steps S4 and S5) for measuring the response time until the detection value of the detection element 14a becomes a predetermined value from the start of the control of power supply and a deterioration diagnosing means (step S6) for diagnosing whether the gas sensor 14 is deteriorated corresponding to the measured response time. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a gas sensor deterioration diagnosis apparatus and a gas sensor deterioration diagnosis method.

  An internal combustion engine in which a gas sensor such as an A / F sensor (air-fuel ratio sensor) or an O2 sensor (oxygen concentration sensor) is provided in an exhaust passage is known (see Patent Document 1). A technique for diagnosing deterioration of a gas sensor by monitoring an actual output waveform of such a gas sensor is known. This is to prevent the gas sensor from deteriorating and being unable to properly control the internal combustion engine.

JP 2006-161625 A

  However, the method of diagnosing the deterioration of the gas sensor by monitoring the actual output waveform of the gas sensor as described above has a problem that the accuracy of diagnosis is low. This is because the output value of the gas sensor is susceptible to disturbances such as O2 storage of the catalyst, reaction heat, and air amount.

  The present invention has been made in view of such technical problems, and it is an object of the present invention to provide a gas sensor deterioration diagnosis apparatus and a gas sensor deterioration diagnosis method for accurately diagnosing gas sensor deterioration without being affected by disturbance. And

  The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

The present invention provides a detection element (14a) for detecting the concentration of a specific gas in the exhaust gas flowing through the exhaust passage (22) of the internal combustion engine (2), and a heater (14b) for heating the detection element (14a). A gas sensor deterioration diagnosis device (10) for diagnosing deterioration of a gas sensor (14) including a diagnosis condition determining means for determining whether or not a condition for diagnosing deterioration of the gas sensor (14) is satisfied. Step S1) and a heater that switches the air-fuel ratio of the internal combustion engine (2) and starts energization control to the heater (14b) when it is determined that the condition for diagnosing deterioration of the gas sensor (14) is satisfied. Control means (step S3) and response time measuring means (steps S4 and S5) for measuring a response time from the start of the energization control until the detection value of the detection element (14a) reaches a predetermined value. When the deterioration diagnosis means the response time measured is to diagnose that the gas sensor when less than the predetermined time is diagnosed as having deteriorated, the response time measured is not the gas sensor is deteriorated when larger than the predetermined time (step S6 ).

  According to the present invention, the deterioration of the gas sensor is diagnosed according to the actually measured response time using the correlation between the response time of the gas sensor and the deterioration of the gas sensor. Since this response time is not a parameter affected by disturbance, the deterioration of the gas sensor can be diagnosed with high accuracy.

It is a figure which shows the structure of the whole system which concerns on one Embodiment of this invention. It is a flowchart which shows the 1st control logic which concerns on the deterioration diagnosis of an O2 sensor. It is a figure explaining the relationship between response time and deterioration of an O2 sensor. It is a time chart when the process which concerns on step S1 thru | or S7 of FIG. 2 is performed. It is a flowchart which shows the 2nd control logic which concerns on the deterioration diagnosis of an O2 sensor.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the case where the present invention is applied to diagnosis of deterioration of the O2 sensor 14 (see FIG. 1) will be described as an example.

(Whole system configuration)
FIG. 1 is a diagram showing a configuration of the entire system according to an embodiment of the present invention. A system 1 shown in FIG. 1 includes an ECU (Engine Control Unit, gas sensor deterioration diagnosis device) 10, a crank angle sensor 11, an accelerator opening sensor 12, an A / F sensor (air-fuel ratio sensor) 13, an O2 sensor (oxygen concentration sensor). , Gas sensor) 14 and the like. The system 1 is mounted on a vehicle such as an automobile.

  The ECU 10 inputs information indicating the operating state of the engine 2 from the crank angle sensor 11 and the accelerator opening sensor 12 and information related to exhaust flowing through the exhaust passage 22 from the A / F sensor 13 and the O2 sensor 14. It is a microcontroller that controls the operation of the engine body 21 based on information. The operation control of the engine body 21 is, for example, adjusting the fuel injection amount of a fuel injection valve (not shown) to bring the air-fuel ratio of the air-fuel mixture burned in the combustion chamber (not shown) closer to the stoichiometric air-fuel ratio. Control. Specific control contents of the ECU 10 will be described later.

  The crank angle sensor 11 is a sensor that detects a rotation angle of a crankshaft (not shown) of the engine 2. The ECU 10 detects the engine speed of the engine 2 using the crank angle sensor 11.

  The accelerator opening sensor 12 is a sensor that detects the amount of depression of an accelerator pedal (not shown) of the engine 2. The ECU 10 detects the engine load of the engine 2 using the accelerator opening sensor 12.

  The A / F sensor 13 is a gas sensor provided upstream of the catalyst 23 in the exhaust passage 22 of the engine 2. The A / F sensor 13 detects the air-fuel ratio of the exhaust flowing through the exhaust passage 22. The ECU 10 uses this A / F sensor 13 to detect the air-fuel ratio of the exhaust flowing through the exhaust passage 22.

  The O2 sensor 14 is a gas sensor provided downstream of the catalyst 23 in the exhaust passage 22 of the engine 2. The O2 sensor 14 includes a detection element 14a and a heater (heater element) 14b. The detection element 14 a is an element that detects the concentration of oxygen gas in the exhaust gas flowing through the exhaust passage 22. ECU10 detects the electromotive force output according to the density | concentration of the oxygen gas in exhaust_gas | exhaustion using this detection element 14a. The heater 14b is a heating element that heats the detection element 14a. The ECU 10 heats the detection element 14a by controlling energization to the heater 14b. Further, according to the present embodiment, the ECU 10 diagnoses the deterioration of the O2 sensor 14 using the detection element 14a, the heater 14b, and the like.

(Regarding first control logic (deterioration diagnosis) of ECU 10)
FIG. 2 is a flowchart showing the first control logic relating to the deterioration diagnosis of the O2 sensor 14. The ECU 10 diagnoses the deterioration of the O2 sensor 14 by executing the control logic shown in FIG. 2 when the engine 2 is started or restarted.

  First, in step S1, the ECU 10 determines whether a diagnostic condition is satisfied (S1). Here, the ECU 10 determines whether or not a diagnosis condition, that is, a condition for diagnosing the deterioration of the O2 sensor 14 is satisfied. Specifically, the diagnosis condition is that the energization of the heater 14b is in an off state, that the engine 2 is before a predetermined time (for example, 100 seconds) has elapsed after starting, and that the engine 2 is in a low air amount operation. These are the three conditions (when the rotation speed is low). That is, it is determined whether or not the engine 2 is being started or restarted.

  If YES in step S1 (S1, YES), the process proceeds to step S2. If NO in step S1 (S1, NO), the process returns to step S1 and the process is repeated again.

  When the process proceeds to step S2, the ECU 10 switches A / F (control air / fuel ratio) (S2). Here, the ECU 10 switches the control air-fuel ratio from the rich side (lean side) to the lean side (rich side).

  Then, it progresses to step S3 and ECU10 starts the duty control (heating control) of the heater 14b (S3). Here, the ECU 10 starts energization of the heater 14b and starts duty control for increasing the duty ratio (duty value) related to the energization stepwise from zero.

  Then, it progresses to step S4 and ECU10 starts time measurement (S4). Here, the ECU 10 starts time measurement using an internal timer or the like.

  Subsequently, the process proceeds to step S5, where the ECU 10 determines whether or not the output value of the O2 sensor 14 is larger than a predetermined value (S5). Here, the ECU 10 determines whether or not the output value of the O2 sensor 14 that is gradually activated as the duty ratio is increased in step S3 is greater than a value indicating an activated state (initialization S / L: slice level). Determine.

  If YES in step S5 (S5, YES), the process proceeds to step S6. If NO in step S5 (S5, NO), the process returns to step S5 and the process is repeated.

  When the process proceeds to step S6, the ECU 10 ends the time measurement (S6). Here, the ECU 10 ends the time measurement started in step S4. By steps S4 to S6, the response time until the O2 sensor is activated is measured.

  Subsequently, the ECU 10 proceeds to step S7 and diagnoses the deterioration of the O2 sensor 14 according to the response time (S7). Here, the ECU 10 diagnoses the deterioration of the O2 sensor 14 according to the response time measured in steps S4 to S6. Specific contents will be described later.

  As described above, the ECU 10 according to the present embodiment diagnoses the deterioration of the O2 sensor 14 by executing the control logic shown in FIG. 2 when the engine 2 is started or restarted. In particular, in step S7, the ECU 10 diagnoses the deterioration of the O2 sensor according to the measured response time of the O2 sensor 14. Hereinafter, the relationship between the response time of the O2 sensor 14 used in step S7 and the deterioration of the O2 sensor 14 and the specific contents of steps S1 to S7 will be described.

(Relationship between response time and deterioration of O2 sensor 14)
FIG. 3 is a diagram for explaining the relationship between the response time and the deterioration of the O2 sensor 14. In FIG. 3, the horizontal axis represents the element temperature of the O2 sensor 14, and the vertical axis represents the response time. 3A and 3B show the response time of a new O2 sensor 14 that is not deteriorated. TRS and TLS indicate response times when the rich air-fuel ratio is switched to the lean air-fuel ratio and from the lean air-fuel ratio to the rich air-fuel ratio, respectively. On the other hand, FIGS. 3C and 3D show the response time of the deteriorated O 2 sensor 14.

  As shown in FIG. 3, if the response time is long between the response time and the deterioration of the O2 sensor 14, the O2 sensor 14 is not deteriorated. If the response time is short, the O2 sensor 14 is deteriorated. There is a relationship that is. This relationship is established regardless of the element temperature, TRS or TLS, and also under the influence of disturbances such as O2 storage of the catalyst, reaction heat, and air amount. This makes it possible to diagnose the deterioration of the O2 sensor using the response time of the O2 sensor 14.

(About steps S1 to S7)
FIG. 4 is a time chart when the processes according to steps S1 to S7 of FIG. 2 are executed. FIG. 4A shows the output value of the O2 sensor 14 (specifically, the detection element 14a). FIG. 4B shows a duty ratio related to energization to the heater 14b. FIG. 4C shows a measurement timer. FIG. 4D shows the element temperature of the O2 sensor. FIG. 4E shows A / F (control air-fuel ratio). In the following, in order to make the comparison with the flowchart easier to understand, S is added to the step number of the flowchart.

  It is assumed that the engine 2 is started at time t0. Then, during the time t0 to t1, the ECU 10 starts the control logic shown in FIG. 2 (S1, YES).

  At time t1, as shown in FIG. 4 (e), the A / F (control air / fuel ratio) is switched (S2). Here, the rich side (15.0) is switched to the lean side (14.4). Thereafter, as shown in FIG. 4B, the duty ratio related to energization to the heater 14b is increased stepwise from 0 (S3). Further, as shown in FIG. 4C, time measurement is started (S4).

  At time t1 to t2 (or t3), as shown in FIG. 4A, the output value of the O2 sensor 14 increases as the duty ratio (heating temperature) increases.

  If the O2 sensor 14 is deteriorated, the output value of the O2 sensor 14 exceeds a predetermined value (initialization S / L: slice level in the figure) at time t2 (S5, YES). In this case, at time t2, as shown in FIG. 4C, the time measurement is ended (S6). On the other hand, if the O2 sensor 14 has not deteriorated, the output value of the O2 sensor 14 exceeds a predetermined value (initialization S / L: slice level) at time t3 (S5, YES). In this case, at time t3, as shown in FIG. 4C, the time measurement is ended (S6).

  Subsequently, the process proceeds to step S7, where the ECU 10 diagnoses that the O2 sensor has deteriorated when the measured response time is smaller than the predetermined criterion, and determines that the O2 sensor 14 has not deteriorated when the measured response time is larger than the predetermined criterion. Diagnose (see FIG. 4C).

  As described above, the processing related to steps S1 to S7 has been described with reference to FIG. 4. In this way, the ECU 10 uses the relationship between the response time of the O2 sensor 14 and the O2 sensor 14 to degrade the O2 sensor 14. I have a diagnosis. Therefore, it is possible to diagnose the deterioration of the O2 sensor 14 immediately after the engine 2 is started and without actively switching the A / F between the rich side and the lean side. In addition, since the diagnosis is performed at the time of low air amount operation, the rebound to the fuel consumption is small, and the influence of disturbance such as the O2 storage of the catalyst is small, and the deterioration can be diagnosed with high accuracy.

  In addition, it supplements about step S2. In step 2, the ECU 10 switches A / F (control air-fuel ratio). This is to improve the accuracy when the response time is measured in later steps S4 to S6.

(Regarding second control logic (deterioration diagnosis) of ECU 10)
FIG. 5 is a flowchart showing the second control logic relating to the deterioration diagnosis of the O2 sensor 14. In the first control logic described above, the diagnosis at the time of starting or restarting the engine 2 has been described. Here, the ECU 10 diagnoses the deterioration of the O2 sensor 14 by executing the control logic shown in FIG. 5 at the time of low air amount operation such as when the engine 2 is idling or at low speed (for example, 40 km / h or less). . Step S14 is the same as steps S2 to S7 of the control logic shown in FIG.

  First, in step S11, the ECU 10 determines whether a diagnosis condition is satisfied (S11). Here, the ECU 10 determines whether or not a diagnosis condition, that is, a condition for diagnosing the deterioration of the O2 sensor 14 is satisfied. Specifically, the diagnosis conditions are that a certain time has elapsed after deceleration or fuel cut, that rich control at the time of deceleration (rich spike) has been completed, and that the engine 2 is operating at a low air flow (speed is Are three conditions. That is, it is determined whether or not the engine 2 is operating at a low air amount.

  If YES in step S11 (S11, YES), the process proceeds to step S12. If NO in step S11 (S11, NO), the process returns to step S11 and the process is repeated again.

  When the process proceeds to step S12, the ECU 10 ends the duty control (heating control) of the heater 14b (S12). Here, the ECU 10 ends the energization when the heater 14b is already energized. Thereafter, in order to temporarily lower the temperature of the O2 sensor 14, when a predetermined time elapses (S13), the process proceeds to a deterioration diagnosis process for the O2 sensor 14 after step S14.

  As described above, the ECU 10 according to the present embodiment diagnoses the deterioration of the O2 sensor 14 by executing the control logic shown in FIG. In particular, the ECU 10 intentionally reduces the element temperature of the O2 sensor 14 by steps S12 and S13. Thereby, the precision concerning the deterioration diagnosis process of the O2 sensor 14 after step S14 can be improved. Further, since the deterioration of the O2 sensor 14 can be diagnosed at the time of idling operation and low-speed operation in addition to the time of starting or restarting the engine 2 described in the first control logic, the diagnosis frequency can be improved.

(Summary)
As described above, according to the present embodiment, the ECU 10 uses the correlation between the response time of the O2 sensor 14 and the deterioration of the O2 sensor 14 and uses the O2 sensor 14 according to the actually measured response time of the O2 sensor 14. Diagnosis of deterioration. Since this response time is not a parameter affected by disturbance, the deterioration of the O2 sensor 14 can be diagnosed with high accuracy.

  Further, according to the present embodiment, the ECU 10 sets the condition for diagnosing the deterioration of the O2 sensor 14 that the element temperature of the O2 sensor 14 is low. Therefore, the rebound to the fuel consumption is small and the influence of disturbance such as the O2 storage of the catalyst is small, and the deterioration of the O2 sensor 14 can be diagnosed with high accuracy.

  Further, according to the present embodiment, the ECU 10 determines that the condition for diagnosing the deterioration of the O2 sensor 14 is satisfied until the element temperature of the O2 sensor 14 reaches a predetermined temperature after the engine 2 is started. . Therefore, it is possible to accurately diagnose the deterioration of the O2 sensor 14 when the engine 2 is started or restarted.

  Further, according to the present embodiment, the ECU 10 determines that the condition for diagnosing the deterioration of the O2 sensor 14 is satisfied when the engine 2 is operating at a low air amount. Since the deterioration of the O2 sensor 14 can be diagnosed even during idle operation or low speed operation, the diagnosis frequency can be improved.

  In addition, according to the present embodiment, when the heater 10b is already energized, the ECU 10 ends the energization and starts duty control after a predetermined time has elapsed. Therefore, the frequency of diagnosis can be improved by intentionally lowering the element temperature of the O2 sensor 14.

  Further, according to the present embodiment, the ECU 10 diagnoses that the O2 sensor 14 has deteriorated when the measured response time is smaller than the predetermined time, and the O2 sensor 14 has not deteriorated when the measured response time is longer than the predetermined time. Diagnose. Therefore, the deterioration of the O2 sensor 14 can be diagnosed with high accuracy by specifically using the correlation between the response time of the O2 sensor 14 and the deterioration of the O2 sensor 14.

  Although one embodiment of the present invention has been described above, the above embodiment shows one example of application of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  For example, in the above description, the case where the gas sensor according to the present invention is the O2 sensor 14 provided in the exhaust passage 22 of the engine 2 has been described as an example. However, the present invention is not limited to this case. For example, other oxygen concentration sensors may be used.

10 ECU (Degradation diagnosis device for gas sensor)
11 Crank angle sensor 12 Accelerator opening sensor 13 A / F sensor 14 O2 sensor (gas sensor)
14a detection element 14b heater step S1 diagnosis condition determination means step S3 heater control means steps S4 and S5 response time measurement means step S6 deterioration diagnosis means

Claims (5)

A gas sensor deterioration diagnosis device for diagnosing deterioration of a gas sensor, comprising: a detection element for detecting a concentration of a specific gas in exhaust gas flowing through an exhaust passage of an internal combustion engine; and a heater for heating the detection element,
Diagnostic condition determination means for determining whether or not a condition for diagnosing deterioration of the gas sensor is satisfied;
A heater control means for switching the air-fuel ratio of the internal combustion engine and starting energization control to the heater when it is determined that a condition for diagnosing deterioration of the gas sensor is satisfied;
Response time measuring means for measuring a response time from the start of the energization control until the detection value of the detection element reaches a predetermined value;
Deterioration diagnosis means for diagnosing that the gas sensor has deteriorated when the measured response time is smaller than a predetermined time, and diagnosing that the gas sensor has not deteriorated when the measured response time is larger than a predetermined time ;
A deterioration diagnosis device for a gas sensor, comprising: The conditions under which the deterioration of the gas sensor should be diagnosed are that, when the engine is started or restarted, the energization of the heater is in an off state, the engine is started and a predetermined time has elapsed, and the engine is The deterioration diagnosis device for a gas sensor according to claim 1, wherein the three conditions are that the operation is in a low air amount operation . The conditions for diagnosing the deterioration of the gas sensor are that, during idle operation or low speed operation of the engine, a certain period of time has elapsed after deceleration or fuel cut, rich control at deceleration has been completed, and engine The deterioration diagnosis device for a gas sensor according to claim 1, wherein the three conditions are that the operation is in a low air amount operation . The heater control means, when already energized the heater, in any one of claims 1 to 3, characterized in that initiating the energization control to exit this current after a predetermined time has elapsed Deterioration diagnostic apparatus for gas sensor as described. A gas sensor deterioration diagnosis method for diagnosing deterioration of a gas sensor, comprising: a detection element that detects a concentration of a specific gas in exhaust gas flowing through an exhaust passage of an internal combustion engine; and a heater that heats the detection element,
A diagnostic condition determination step for determining whether or not a condition for diagnosing deterioration of the gas sensor is satisfied;
A heater control step of switching the air-fuel ratio of the internal combustion engine and starting energization control to the heater when it is determined that a condition for diagnosing deterioration of the gas sensor is satisfied;
A response time measuring step of measuring a response time from the start of the energization control until the detection value of the detection element reaches a predetermined value;
A deterioration diagnosis step of diagnosing that the gas sensor has deteriorated when the measured response time is smaller than a predetermined time, and diagnosing that the gas sensor has not deteriorated when the measured response time is larger than a predetermined time ;
A deterioration diagnosis method for a gas sensor, comprising:

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