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BACKGROUND OF THE INVENTION
This invention relates to an exhaust gas recirculating valve control method
for internal combustion engines, and more particularly to a method of this
kind, which is adapted to prevent making a wrong diagnosis upon detecting
abnormality in an exhaust gas recurculating valve control system as well
as to ensure required durability of the exhaust gas recirculating valve
control system.
A method is generally known, which is adapted to recirculate part of
exhaust gases from the exhaust passage of an internal combustion engine to
the intake air passage of the engine to thereby reduce nitrogen oxide
which is one of the detrimental gases generated from the engine. Also, in
order to determine an appropriate exhaust gas recirculating quantity in
response to operating conditions of the engine, an exhaust gas
recirculating valve control method has been used, which is adapted to
detect actual valve opening of an exhaust gas recirculating valve arranged
across an exhaust gas recirculating passageway, and control the actual
valve opening value so that it approaches a desired valve opening value
calculated in response to the operating conditions of the engine.
In such an exhaust gas recirculating quantity control method as stated
above, when abnormality occurs in valve opening detecting means including
a valve opening detecting sensor for detecting the valve opening of the
exhaust gas recirculating valve due to disconnection in the wiring, etc.,
it is impossible to accurately control the exhaust gas recirculating
quantity, which can even cause the phenomenon that exhaust gas
recirculation is effected when it is unnecessary, depending upon operating
conditions of the engine, resulting in heavy deterioration of the engine.
Therefore, it has been proposed by Japanese Provisional Patent Publication
(Kokai) No. 55-123345, to give an alarm when it is detected that the ratio
or the difference between the actual valve opening value detected by the
valve opening detecting sensor and the desired valve opening value falls
outside an allowable range.
However, if the desired valve opening value calculated in response to
operating conditions of the engine exceeds of a maximum possible valve
opening of the exhaust gas recirculating valve, i.e., a valve opening
beyond which the exhaust gas recirculating valve cannot be operated, the
difference between the actual valve opening value and the desired valve
opening value will not be reduced even if a control signal is issued for
operating the exhaust gas recirculating valve to the desired valve opening
value. As a consequence, it can be wrongly judged that the exhaust gas
recirculating valve has developed an abnormality.
Further, in an exhaust gas recirculating valve control system in which the
exhaust gas recirculating valve is driven by pressure respsonsive type
valve actuator means which is responsive to hydraulic pressure for
instance, if the desired valve opening value is set to a value beyond the
maximum possible valve opening of the exhaust gas recirculating valve, the
hydraulic pressure is set to such a value as to cause a larger
differential pressure to act upon the valve actuator means so as to open
the exhaust gas recirculating valve to an opening degree closer to the set
desired valve opening value. However, the larger the differential pressure
acting upon the valve actuator means, the more easily the hydraulic
pressure can leak from the valve actuator means. Also, the valve actuator
means thus acted upon by the large differential pressure can deteriorate
in durability such as the effective life. On the contrary, if the valve
actuator means, etc. are designed so as to be free from such leakage of
the hydraulic pressure as well as to ensure required durability of the
valve actuator means, etc. it will necessarily result in increased sizes
and weights of the valve actuator means, etc. as well as increased
manufacturing costs thereof.
SUMMARY OF THE INVENTION
It is an object of the invention to provide an exhaust gas recirculating
valve control method for an internal combustion engine, which is capable
of accurately detecting abnormality in the exhaust gas recirculation
control system of the engine without making a wrong diagnosis.
It is another object of the invention to provide an exhaust gas
recirculating valve control method for an internal combustion engine,
which is capable of ensuring equired durability of the exhaust gas
recirculation control system, without unnecessary increases in the size,
weight and manufacturing cost of the system.
According to the present invention, there is provided a method of
controlling an exhaust gas recirculating quantity in an internal
combustion engine having an exhaust gas passage, an intake air passage, an
exhaust gas recirculating passageway communicating the exhaust gas passage
with the intake air passage, an exhaust gas recirculating valve arranged
across the exhaust gas recirculating passageway for regulating the
quantity of exhaust gases recirculating from the exhaust gas passage to
the intake air passage, a valve actuator means for actuating the exhaust
gas recirculating valve to open or close, and detecting means for
detecting actual valve opening of the exhaust gas recirculating valve. The
method is adapted to calculate a desired valve opening value of the
exhaust gas recirculating valve in response to operating conditions of the
engine, calculate the difference between the actual valve opening value
detected by the valve opening detecting means and the calculated desired
valve opening value, and operate the valve actuator means so as to
minimize the difference.
The method is characterized by comprising the following steps: (1)
comparing the calculated desired valve opening value with a maximum
possible valve opening value of the exhaust gas recirculating valve; and
(2) setting the desired valve opening value to the maximum possible valve
opening value when the calculated desired valve opening value exceeds the
maximum possible valve opening value.
Preferably, the method according to the invention further includes the
steps of comparing an absolute value of the above difference with a
predetermined value, and determining that an abnormality has occurred in
the valve opening detecting means when the absolute value of the
difference has continued to exceed the predetermined value over a
predetermined period of time.
Further, preferably, the valve actuator means is a pressure responsive type
which has a diaphragm operatively connected to the exhaust gas
recirculating valve, and operable in response to the magnitude of
operating pressure acting upon the diaphragm.
The above and other objects, features and advantages of the invention will
be more apparent from the ensuing detailed description taken in
conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a block diagram illustrating the whole arrangement of an exhaust
gas recirculating valve control system to which is applied the method
according to the invention;
FIG. 2 is a circuit diagram showing the interior of the electronic control
unit (ECU) in FIG. 1;
FIG. 3 is a flow chart showing a manner of setting a desired valve opening
value for an exhaust gas recirculating valve, which is executed within the
ECU in FIG. 1;
FIG. 4 is a view showing a map of engine rotational speed Ne and intake
pipe absolute pressure PB for use in calculating a basic valve lift value
LMAP for the exhaust gas recirculating valve; and
FIG. 5 is a flow chart showing a manner of determinating abnormality in
detecting means for detecting the valve opening of the exhaust gas
recirculating valve.
DETAILED DESCRIPTION
The method of the invention will now be described in detail with reference
to the drawings.
Referring first to FIG. 1, there is illustrated the whole arrangement of an
exhaust gas recirculation control system in an internal combustion engine,
to which the method according to the invention is applied. Reference
numeral 1 designates an internal combustion engine which may be a
four-cylinder type, for instance. An intake pipe 2 is connected to the
engine 1, in which is arranged a throttle valve 3, which in turn is
coupled to a throttle valve opening (.theta.th) sensor 4 for detecting its
valve opening and converting same into an electrical signal which is
supplied to an electronic control unit (hereinafter called "the ECU") 5.
On the other hand, a negative pressure (PB) sensor 8 communicates through a
conduit 7 with the interior of the intake pipe 2 at a location downstream
of the throttle valve 3. The negative pressure (PB) sensor 8 is adapted to
detect negative pressure in the intake pipe 2 and applies an electrical
signal PB indicative of detected intake pipe pressure to the ECU 5.
An engine cooling water temperature (TW) sensor 10, which may be formed of
a thermistor or the like, is mounted on the cylinder block of the engine 1
in a manner embedded in the peripheral wall of an engine cylinder having
its interior filled with cooling water, an electrical output signal of
which is supplied to the ECU 5.
An engine rotational speed (Ne) sensor (hereinafter called "the Ne sensor")
11 is arranged in facing relation to a camshaft, not shown, of the engine
1 or a crankshaft of same, not shown. The NE sensor 11 is adapted to
generate one pulse at one of particular crank angles of the engine each
time the engine crankshaft rotates through 180 degrees, i.e., a pulse of a
top-dead-center position (TDC) signal. The above pulses generated by the
Ne sensor 11 are supplied to the ECU 5.
A three-way catalyst 14 is arranged in an exhaust pipe 13 extending from
the cylinder block of the engine 1 for purifying ingredients HC, CO and
NOx contained in the exhaust gases. An O.sub.2 sensor 15 is inserted in
the exhaust pipe 13 at a location upstream of the three-way catalyst 14
for detecting the concentration of oxygen in the exhaust gases and
supplying an electrical signal indicative of a detected concentration
value to the ECU 5.
Further connected to the ECU 5 are an atmospheric pressure (PA) sensor 9
for detecting atmospheric pressure, an ignition switch 16 for turning on
and off the ignition device, not shown, of the engine 1 and a starter
switch 17 for actuating the engine starter, not shown, of the engine 1,
respectivly, for supplying the ECU 5 with an electrical signal indicative
of detected atmospheric pressure, an electrical signal indicative of on
and off positions of the ignition device, and an electrical signal
indicative of on and off positions of the starter.
An exhaust gas recirculating passageway 18 connects the exhaust pipe 13 to
the intake pipe 2, and across which is disposed an exhaust gas
recirculating valve 19. This valve 19 is a negative pressure-actuated type
and comprises a valve body 19a arranged for opening and closing the
passageway 18, a diaphragm 19b coupled to the valve body 19a and
actuatable by negative pressure which is applied thereto by means of an
EGR control valve 22 which is formed by a solenoid-controlled valve,
hereinafter described, and a spring 19c urging the diaphragm 19b in the
valve closing direction. A negative pressure chamber 19d is defined by the
diaphragm 19b, which communicates with a communication passageway 20 to be
supplied with negative pressure from the intake pipe 2 by way of the EGR
control valve 22 which is a normally closed type and arranged across the
communication passageway 20. An atmospheric pressure chamber 19e is
defined by the diaphragm 19b, which communicates directly with the
atmosphere. An atmospheric pressure-intake passageway 23 is joined to the
communication passageway 20 at a location intermediate between the EGR
control valve 22 and the negative pressure chamber 19d of the valve 19 so
that atmospheric pressure can be introduced into the communication
passageway 20 by way of an orifice 21 formed therein, and then guided into
the negative pressure chamber 19d. The EGR control valve 22 is
electrically connected to the ECU 5 for operation in response to driving
signals therefrom to control the lifting amount of the valve body 19 a of
the exhaust gas recirculating valve 19 and the moving speed thereof.
A valve lift sensor 24, which may be formed of a potentiometer, is mounted
on the exhaust gas recirculating valve 19 for detecting the operating
position of the valve body 19a of the valve 19 and supplying an electrical
signal indicative of a detected operating position of the valve body to
the ECU 5.
The ECU 5 determines, in a manner hereinafter described, whether there is
abnormality in the output signal value from the valve lift sensor 24, and
also determined operating conditions of the engine on the basis of various
operating parameter signals from the aforementined various sensors, i.e.
the throttle valve opening sensor 4, the negative pressure sensor 8, the
atmospheric pressure sensor 9, the engine cooling water temperature sensor
10, the Ne sensor 11, the O.sub.2 sensor 15, the ignition switch 16, and
the starting switch 17, and calculate desired valve opening command values
LCMD for the exhaust gas recirculating valve 19, which are appropriate to
the determined operating conditions of the engine, in a manner hereinafter
described in detail.
The ECU 5 compares the calculated desired valve opening command value LCMD
with an actual valve opening value LACT detected by the valve lift sensor
24, and supplies driving signals to the EGR control valve 22 to actuate
same so as to minimize the difference between the two values.
When the EGR control valve 22 is energized to open the communication
passageway 20, the negative pressure PB in the intake pipe 2 at a zone
downstream of the throttle valve 3 is introduced into the negative
pressure chamber 19d of the exhaust gas recirculating valve 19. Thus, the
difference between the pressures acting upon the opposite side surfaces of
the diaphragm 19b increases to cause upward displacement of the diaphragm
19b as viewed in FIG. 1, against the force of the spring 19c, resulting in
an increase in the valve opening of the valve 19. On the contrary, when
the EGR control valve 22 is deenergized, the negative pressure chamber 19d
is supplied with atmospheric air along through the atmospheric
pressure-intake passageway 23 to cause displacement of the valve body 19a
downward or in the valve closing direction. In this way, the valve lifting
amount of the exhaust gas recirculating valve 19 is controlled to obtain a
required recirculating amount of exhaust gases to the intake pipe 2.
FIG. 2 shows in the form of a block diagram the interior construction of
the ECU 5 in FIG. 1. A central processing unit (hereinafter called "the
CPU") 501 is connected, by way of a data bus 508, an address bus 509 and a
control bus 510, to a random access memory (hereinafter called "the RAM")
502 for temporarily storing results of calculations within the CPU 501,
etc., a read-only memory (hereinafter called "the ROM") 503 for storing a
control program to be executed within the CPU 501, a map of basic valve
lift values LMAP, hereinafter referred to, for the exhaust gas
recirculating valve 19, etc., an input counter 504, an A/D converter 505,
and an I/O port 506, for giving and receiving of input data and output
data between the CPU 501 and the RAM 502, etc. through the above buses.
The TDC signal from the Ne sensor 11 in FIG. 1 is supplied to the above
input counter 504, which is actuated by each pulse of the TDC signal to
generate a single pulse and apply same to the CPU 501 through the data bus
508 is a TDC-synchronizing signal, and at the same time the input counter
504 counts the time interval Me between adjacent pulses of the TDC signal.
The counted value Me, which is proportional to the reciprocal of the
engine rpm Ne, is supplied to the CPU 501 through the data bus 508.
Parameter signals from the various sensors such as the intake pipe negative
pressure (PB) sensor 8, the atmospheric pressure (PA) sensor 9, the
O.sub.2 sensor 15, the valve lift sensor 24, etc. as appearing in FIG. 1,
are shifted into a predetermined voltage level by means of a signal
processing circuit 511, and then successively applied to the A/D converter
505 to be converted into respective corresponding digital signals. These
digital signals are successively supplied to the CPU 501.
On-off position signals from the ignition switch 16 and the starter switch
17 are successively shifted into a predetermined voltage level by means of
a level shifter 512, and then are successivly supplied to the CPU 501
through the I/O port 506.
The CPU 501 calculates the desired valve opening command value LCMD for the
exhaust gas recirculating valve 19, compare the difference between the
calculated desired valve opening value LCMD and the actual valve opening
LACT, and supply an on-off position control signal to a driving circuit
513 through the I/O port 506, so as to minimize the difference between the
desired valve opening value LCMD and the actual valve opening LACT. The
driving circuit 513 is responsive to each pulse of the control signal to
supply a driving pulse to the EGR control valve 22 to energize same for a
period of time corresponding to the pulse duration of the same control
signal.
FIG. 3 is a flow chart showing an example of the manner of calculating the
desired valve opening command value LCMD, which is executed within the CPU
501 in FIG. 2.
At the step 1, it is determined whether or not the engine is operating in
an exhaust gas recirculation effecting region. More specifically,
precluded from the exhaust gas recirculation effecting region are regions
where the exhaust gas recirculation can spoil the startability and
driveability of the engine, e.g. a region where the engine temperature is
low at the start of the engine, a region where the throttle valve is fully
open requiring high engine output, and a region where the engine is in a
fuel out condition at deceleration. If the engine is operating in one of
such regions precluded from the exhaust gas recirculation effecting
region, that is, if the answer to the question of the step 1 is negative,
the desired valve opening command value LCMD for the exhaust gas
recirculating valve 19 is set to zero, at the step 2.
If the answer to the question of the step 1 is affirmative, a basic valve
lift value LMAP of the desired valve opening command value LCMD is
selectively read from the map of basic valve lift values LAMP stored in
the ROM 503 in FIG. 2, at the step 3. Each of the basic valve lift values
LMAP is determined as a function of the intake pipe negative pressure PB
and the engine rotational speed Ne, for example. FIG. 4 shows an example
of the map of basic valve lift values LMAP. There are given ten
predetermined values PB6 to PB15 falling within a range from 560 to 0
mmHg, for instance, as the intake pipe negative pressure PB. Also, there
are given ten predetermined values N1 to N10 falling within a range from 0
to 4000 rpm, for instance, as the engine rotational speed Ne. If an actual
value of either intake pipe negative pressure PB or engine rotational
speed Ne falls between adjacent predetermined values in the map, a
corresponding basic valve lift value LMAP is determined by means of an
interpolation method.
Then, the program proceeds to the step 4 to calculate a correction
coefficient KE for correcting the basic valve lift value LMAP. This
correction coefficient KE has its value set in dependence on atmospheric
pressure PA, degree of leaning an air/fuel mixture supplied to the engine
in a mixture leaning region, etc. Taking for instance the manner of
determining the correction coefficient KE as a function of atmospheric
pressure PA, the exhaust gas recirculating valve 19 is operated in its
valve opening direction as the atmospheric pressure PA decreases so as to
maintain the exhaust gas recirculation rate (the ratio of the exhaust gas
recirculating quantity to the total intake air quantity) at a constant
value. That is, the value of the correction coefficient KE is set to
greater values than a value KEO of the same coefficient corresponding to
standard atmospheric pressure, as the atmospheric pressure PA decreases.
Thus, the value of coefficient KE is increased as the atmospheric pressure
PA decreases so as to maintain the exhaust gas recirculation rate
constant. This is based on the following ground: In a fuel supply control
system adapted for use with an internal combustion engine, particularly a
gasoline engine, which is adapted to determine the valve opening period of
a fuel injection device for control of the fuel injection quantity, i.e.
the air/fuel ratio of an air/fuel mixture being supplied to the engine, by
first determining a basic value of the above valve opening period as a
function of engine rpm and intake pipe absolute pressure, and then adding
to and/or multiplying same by constants and/or coefficients being
functions of engine rotational speed, intake pipe negative pressure,
engine cooling water temperature, throttle valve opening, and exhaust gas
ingredient concentration (oxygen concentration), etc., by electronic
computing means, it is not possible to obtain an optimum air/fuel ratio if
there occurs a change in the atmospheric pressure during operation of the
engine at high altitude, etc. When such is the case, in order to obtain an
optimum air/fuel ratio, it is necessary to correct the fuel supply
quantity for the engine in response to a change in the atmospheric
pressure so as to maintain the air/fuel ratio set under the standard
atmospheric pressure. Therefore, the above determined basic value of the
valve opening period is further multiplied by an atmospheric
pressure-dependent correction coefficient KPA.
However, in an engine provided with an exhaust gas recirculating system,
absolute pressure in the exhaust gas recirculating passageway at a
location upstream of the exhaust gas recirculating valve, that is, back
pressure in the exhaust gas pipe decreases as the atmospheric pressure
decreases, resulting in that the exhaust gas recirculating rate decreases.
As a consequence, the air/fuel ratio of the air/fuel mixture becomes
leaner, and the degree of this leaning of the air/fuel ratio is larger
during exhaust gas recirculating operation than the degree of leaning of
the mixture effected with a drop in the atmospheric pressure when the
exhaust gas recirculating operation is not effected. Therefore, during the
exhaust gas recirculating operation, correction of the air/fuel ratio in
dependence upon the atmospheric pressure merely by means of the atove
atmospheric pressure-dependent coefficient KPA alone is insufficient to
control the air/fuel ratio to a desired valve with accuracy. On the other
hand, if the exhaust gas recirculation rate is maintained at a constant
value irrespective of changes in the atmospheric pressure, the atmospheric
pressure-dependent coefficient KPA can be directly applied to control of
the air/fuel ratio. Details of this exhaust gas recirculating control
method is disclosed in U.S. Ser. No. 443,563, now U.S. Pat. No. 4,454,853,
assigned to the same assignee as the present application.
Referring again to FIG. 3, the program proceeds to the step 5, wherein a
desired valve opening command value LCMD is calculated by multiplying the
basic valve lift value LMAP read from the map in the step 3 by the
correction coefficient KE calculated at the step 4. Depending upon
operating conditions of the engine, however, this desired valve opening
command value LCMD can be set to a value which exceeds the maximum
possible valve opening value LMAX corresponding to the operatable limit of
the exhaust gas recirculating valve 19, since the command value LCMD is
obtained by multiplying the basic valve lift value LMAP by the correction
coefficient KE as noted above. In order to prevent this, it is determined
whether or not the desired valve opening command value LCMD is larger than
the maximum possible valve opening value LMAX, at the step 6. If the
answer to the question of the step 6 is negative, execution of the program
is terminated. If the answer to the question of the step 6 is affirmative,
the program proceeds to the step 7, wherein the desired valve opening
command value LCMD is set to a value equal to the maximum possible valve
opening value LMAX, followed by termination of execution of the program.
Next, described will be an example of the manner of determining abnormality
in an output value from the valve lift sensor 24, that is, abnormality in
the exhaust gas recirculation control system, on the basis of the desired
valve opening command value LCMD calculated in the manner shown in FIG. 3
and the actual valve opening value LACT supplied from the valve lift
sensor 24.
FIG. 5 shows the exemplary manner of determination as to whether or not
there is abnormality in the output value of the valve lift sensor 24,
which is executed in the CPU 501 in FIG. 2.
At the step 1, the actual output value from the valve lift sensor 24 is
read and stored. Then, a determination is made as to whether the
difference between the atmospheric pressure PA detected by the atmospheric
pressure sensor 9 and the intake pipe absolute pressure PBA corresponding
to negative pressure PB detected by the negative pressure sensor 8 is
larger than a predetermined value PFSE, at the step 2. If the answer to
the question of the step 2 is negative, that is, if the relationship
PA-PBA<PFSE stands, the program is terminated without executing the
following steps. This step 2 is provided for the following reason: When
the difference between the pressures acting upon the opposite side
surfaces of the diaphragm 19b of the exhaust gas recirculating valve 19 is
below the predetermined value PFSE, the diaphragm 19b cannot be displaced
in the valve opening position against the force of the spring 19c even
when the EGR control valve 22 is energized by a driving pulse from the ECU
5 to introduce the negative pressure PB into the negative pressure chamber
19d. As a consequence, the CPU can make a wrong diagnosis that there
abnormality in the output value of the valve lift sensor 24, if the steps
following the step 2, hereinafter referred to, are executed for
abnormality detected.
If the answer to the question of the step 2 is affirmative, it is
determined whether or not the absolute value of the difference between the
actual valve opening value LACT and the desired valve opening command
value LCMD is larger than a predetermined value 1FS, at the steps 3 and 5.
The predetermined value 1FS is set at a value corresponding to a minimum
possible controllable amount of the valve opening of the exhaust gas
recirculating valve 19, below which the valve is not responsively
operatable. If the answers to the questions of the steps 3 and 5 are both
negative, that is, if the relationship .vertline.LACT-LCMD.vertline.<1FS
stands, execution of the program is terminated on the assumption that
there is no abnormality in the output value of the valve lift sensor 24.
On the other hand, if the anwer to the question of either the step 3, or
the step 5 is affirmative, it is determined at the step 4 or the step 6
whether or not the absolute value of the difference between the actual
valve opening value LACT and the desired value opening command value LCMD,
which is larger than the predetermined value 1FS, has lasted over a
predetermined period of time, e.g. 5 seconds. If no abnormality actually
exists in the exhaust gas recirculation system including the valve lift
sensor 24 while at the same time the absolute value of the difference
between the actual valve opening value LACT and the desired valve opening
command value LCMD is larger than the predetermined value 1FS, the actual
valve opening value should change in a direction such that the above
absolute value of the above difference becomes smaller than the
predetermined value 1FS before the passages of at least 5 seconds.
Therefore, according to the invention, if such change of the valve opening
value does not take place within the 5 seconds, it is determined that
there is an abnormality in the exhaust gas recirculation system including
the valve lift sensor 24.
If the answer to the question of either the step 4 or the step 6 is
affirmative, that is, if the predetermined period of time of 5 seconds has
elapsed, the program proceeds to the step 7, wherein a fail-safe action is
executed. Preferably, as the fail-safe action, the exhaust gas
recirculating valve 19 is fully closed so as to interrupt the
recirculation of the exhaust gases.
The desired valve opening command value LCMD applied to the determinations
in the steps 3 and 5 is prohibited from being set to a value exceeding the
maximum possible valve opening value LMAX which corresponds to the
operatable limit of the exhaust gas recirculating valve 19, by providing
the aforementioned steps 6 and 7 in FIG. 3. Therefore, by virtue of the
steps 6 and 7 in FIG. 3, it is avoided that the desired valve opening
command value LCMD is set to a value exceeding the maximum possible valve
opening LMAX and the absolute value .vertline.LACT-LCMD.vertline. does not
become smaller than the predetermined value 1FS even after passage of the
predetermined period of time, causing unexpected execution of the
fail-safe action.
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