METHOD AND DEVICE FOR INSPECTING AN OXYGEN SENSOR

Abstract

A method is disclosed for detecting a malfunction of an oxygen sensor in the exhaust gas system of an internal combustion engine having several cylinders. The cylinders are operated at the same air-fuel ratio and the resultant first output signal of the oxygen sensor is monitored. The cylinders are operated at varying air-fuel ratios and the resultant second output signal of the oxygen sensor is monitored. The first and second output signals are compared to determine whether the oxygen sensor has malfunctioned.

Claims

1-13. (canceled)

14. A method for detecting a malfunction of an oxygen sensor in an exhaust gas system of an internal combustion engine having a plurality of cylinders comprising: (a) operating the internal combustion engine such that each cylinder is provided with an equivalent air-fuel ratio; (b) monitoring the oxygen sensor to obtain a first output signal; (c) operating the internal combustion engine such that one of the plurality of cylinders is provided with a higher air-fuel ratio than a remainder of the plurality of cylinders; (d) monitoring the oxygen sensor to obtain a second output signal; (e) determining a sensor malfunction based on a comparison of the first and second output signals.

15. The method according to claim 14, wherein determining a sensor malfunction comprises comparing the spectral composition of the first and second output signals.

16. The method according to claim 14, further comprising high-pass filtering the second output signal and determining the sensor malfunction when an amplitude of the high-pass filtered second output signal is less than a limit.

17. The method according to claim 16, further comprising determining the limit by multiplying an amplitude of the first output signal by a predetermined factor.

18. The method according to claim 14, further comprising determining an average value for a time derivative of the second output signal and determining the sensor malfunction when the average value drops below a limit.

19. The method according to claim 18, further comprising determining the limit by multiplying an amplitude of the first output signal by a predetermined factor.

20. The method according to claim 14, further comprising regulating the air-fuel ratio during (a) based on the first output signal.

21. The method according to claim 20, further comprising operating each of the plurality of cylinders in a stoichiometric ratio during (a).

22. The method according to claim 14, further comprising regulating the air-fuel ratio during (c) based on the second output signal.

23. The method according to claim 22, further comprising operating at least one of the remainder of the plurality of cylinders in a lean air-fuel ratio during (c) such that a stoichiometric ratio is maintained on average over the plurality of cylinders.

24. The method according to claim 23, further comprising operating the at least one of the remainder of the plurality of cylinders at an air-fuel ratio that deviates in a range between 10% and 50% from the stoichiometric ratio.

25. The method according to claim 14, further comprising cyclically repeating (c) through (e).

26. The method according to claim 25, further comprising diminishing a difference between the air-fuel ratios of the cylinders when the sensor malfunction has been ruled out in (e) when cyclically repeating (c).

27. The method according to claim 14, further comprising issuing a warning when the sensor malfunction has been determined.

28. A non-transitory computer-readable data carrier comprising with program code having instruction that allow a computer to implement a method according claim 14.

29. A device for detecting a malfunction of an oxygen sensor in an exhaust gas system of an internal combustion engine having a plurality of cylinders comprising an electronic control unit configured to: (a) operate the internal combustion engine such that each cylinder is provided with an equivalent air-fuel ratio; (b) monitor the oxygen sensor to obtain a first output signal; (c) operate the internal combustion engine such that one of the plurality of cylinders is provided with a higher air-fuel ratio than a remainder of the plurality of cylinders; (d) monitor the oxygen sensor to obtain a second output signal; (e) determine a sensor malfunction based on a comparison of the first and second output signals.

30. The device according to claim 29, wherein the electronic control unit is further configured to issue a warning when the sensor malfunction has been determined.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements.

[0019] FIG. 1 is a schematic representation of an internal combustion engine with exhaust gas recirculation, to which the present disclosure may be applied;

[0020] FIG. 2 is the output signal of the oxygen sensor of the internal combustion engine on FIG. 1 when operating all cylinders at the same air-fuel ratio and when operating individual cylinders at a varying air-fuel ratio;

[0021] FIG. 3 is a flowchart of a method according to a first embodiment of the present disclosure; and

[0022] FIG. 4 is a flowchart according to a second embodiment.

DETAILED DESCRIPTION

[0023] The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any theory presented in the preceding background of the invention or the following detailed description.

[0024] FIG. 1 shows a block diagram of an internal combustion engine assembly for a motor vehicle. Depicted is an internal combustion engine 1, in particular a gasoline engine, with four cylinders 2 in the example herein presented, in which pistons 3 can be displaced for driving a crankshaft 4. Each cylinder 2 has two or four valves 5, 6 actuated by a camshaft (not shown) at half the rotational frequency of the crankshaft 4. Valves 5 join the cylinder 2 with an intake manifold 7, and valves 6 join the cylinder 2 with an exhaust manifold 8.

[0025] Mounted on a downstream end of the exhaust manifold 8 is an oxygen sensor 9 configured to acquire the oxygen content in an exhaust gas from the engine 1. An electronic control unit or ECU 10 is generally configured to control the operation of the internal combustion engine 1. For example, the ECU 10 controls the position of a throttle valve 12 in the intake manifold 7 as well as fuel metering to the cylinders 2 based upon the position of a gas pedal 11. The ECU is also configured to receive output signals from the oxygen sensor 9 and any other potential parameters.

[0026] In normal operation, the injected fuel quantity is the same for all cylinders 2. Since the output signal A of the oxygen sensor 9 changes greatly at the boundary between the rich and lean mixture, regulating the output signal A to a constant value is difficult, but not necessary for operating the engine with a stoichiometric mixture composition. It is sufficient for the ECU 10 to increase the air-fuel ratio by a small increment every time the output signal A of the oxygen sensor 9 indicates a rich mixture, and again correspondingly decrease the latter given a lean mixture.

[0027] In order to quickly and correctly react to abrupt load changes, the reaction time of the oxygen sensor 9 must be distinctly shorter than the period T of this oscillation. Whether it actually has done so or whether the oxygen sensor 9 has slowed due to contamination or for some other reason cannot be ascertained based on curve a shown in FIG. 2. In order to verify the proper functionality of the oxygen sensor 9, the ECU 10 may be configured to implement the algorithm illustrated in FIG. 3 as a flowchart.

[0028] At block S1, the engine 1 runs in the normal operating mode, i.e., the ECU 10 actuates injection valves 13 of all cylinders 2 in such a way that the injection quantity is the same for all cylinders 2, and narrowly oscillates around the stoichiometric ratio. The oxygen sensor 9 delivers an output signal A as depicted on curve a of FIG. 2. The ECU 10 acquires the amplitude (A.sub.N) of this output signal.

[0029] At block S2, the ECU 10 changes the injection quantity for one of the cylinders 2 in the rich direction. The particular cylinder adjusted can be determined anew each time the method is repeated. The injection quantity is simultaneously reduced for one or all other cylinders 2 to a point where the air-fuel ratio averaged for all cylinders 2 remains unchanged. In other words, if the injection quantity is raised by an exemplary percentage δ of 30% for one of the here n=4 cylinders 2 of the engine on FIG. 1, it is simultaneously reduced for a second one by the same percentage, and remains unchanged for the remaining cylinders. Alternately, the injection quantity is reduced for all n−1 other cylinders by δ/(n−1), i.e., by 10% each. As evident from curve b, curve c and curve d in FIG. 2, the result of this measure in both the former and latter case is that, once the oxygen sensor 9 has the necessary reaction rate, the oscillation of the output signal is superposed by noise in a frequency range distinctly above the oscillation frequency of curve a. The output signal A(t) resulting from the change in the air-fuel ratio is recorded for a period of time at block S3.

[0030] In a first embodiment of the method, the output signal A(t) recorded at block S3 is subjected to high-pass filter at block S4 in order to extract the noise component. After data acquisition, a switch is again made to uniform fuel supply to all cylinders 2 at block S5.

[0031] At block S6, the amplitude A.sub.R of the noise component is compared with the amplitude A.sub.N obtained at block S1. If the noise amplitude A.sub.R remains below a limit cA.sub.N obtained by multiplying the amplitude A.sub.N by a prescribed factor c, it can be concluded that the oxygen sensor 9 has malfunctioned, and should be serviced or replaced to ensure an energy-efficient and low-emission engine operation. A related warning may be output at block S9. If the noise amplitude A.sub.R lies above the limit cA.sub.N, the oxygen sensor 9 is operating properly, and the method ends without any other measures.

[0032] Block S1 can be omitted if not just the high-frequency noise, but also the low-frequency residue is separated from the output signal A(t) recorded at block S3. This residue essentially approximates the output signal obtained at block S1, and can thus also be used to extract the normal operating amplitude A.sub.N therefrom.

[0033] In an variant of the method, the output signal A of the oxygen sensor 9 is derived by time at block S1 while the engine runs in the normal operating mode, and the amplitude A.sub.N of this derivation (dA/dt) is recorded. Blocks S2 and S3 are the same as described above. The high-pass filtering indicated at block S4 in FIG. 3 is replaced by the generation of the time derivation. When the output signal A(t) is properly distorted owing to the non-uniform supply of the cylinders 2, the latter has an amplitude A.sub.R that is distinctly higher than A.sub.N, so that the oxygen sensor 9 is here also deemed to malfunction if A.sub.R is less than the product of A.sub.N and a prescribed factor c. A related warning may be output at block S9. If the noise amplitude A.sub.R lies above the limit cA.sub.N, the oxygen sensor 9 is operating properly, and the method ends without any other measures.

[0034] In order to lessen the impact of the method on the performance of the engine 1 as much as possible, and possibly prevent the driver of the vehicle from noticing that the method is being implemented, it is desirable that the uneven supply of the cylinders 2 set in S3 be kept as slight as possible. The flowchart on FIG. 4 presents one option for accomplishing this. Blocks S1-S6 of this method is the same as in the method on FIG. 3. If it is determined at block S6 that A.sub.R>A.sub.N, the percentage δ is decremented at block S7, so that if the method is repeated at a later point in time, there are less differences in the fuel supply to the cylinders 2.

[0035] After repeating the method several times, this inevitably results in A.sub.R>A.sub.N no longer being satisfied, even given a properly functioning oxygen sensor 9. In this case, a check is initially performed for this case at block S8 to determine whether the percentage δ is at least equal to a minimum value δ.sub.min necessary for reliably evaluating sensor function. Should this be the case, a warning is output at block S9. In the opposite case, δ is increased, and the method goes back to block S2, so as to set the distribution of fuel according to the changed percentage δ, and the measurement S3 and evaluation S4 based thereupon are repeated.

[0036] While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims and their legal equivalents.