JP2514608B2 - Air-fuel ratio control device for internal combustion engine - Google Patents
Air-fuel ratio control device for internal combustion engineInfo
- Publication number
- JP2514608B2 JP2514608B2 JP61240696A JP24069686A JP2514608B2 JP 2514608 B2 JP2514608 B2 JP 2514608B2 JP 61240696 A JP61240696 A JP 61240696A JP 24069686 A JP24069686 A JP 24069686A JP 2514608 B2 JP2514608 B2 JP 2514608B2
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- Prior art keywords
- air
- fuel ratio
- internal combustion
- combustion engine
- deviation
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Feedback Control In General (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 この発明は、リーンからリツチまで検出可能な空燃比
センサを用いて空燃比のフイードバツク制御を行うよう
にした内燃機関の空燃比制御装置に関し、特に過大な空
燃比誤差を検出したときでも、機関を安定に運転できる
ようにしたものである。Description: TECHNICAL FIELD The present invention relates to an air-fuel ratio control device for an internal combustion engine configured to perform air-fuel ratio feedback control using an air-fuel ratio sensor that can detect from lean to rich, Especially, the engine can be operated stably even when an excessive air-fuel ratio error is detected.
第１図は従来および後述するこの発明の内燃機関の空
燃比制御装置の構成を示すものであり、従来の内燃機関
の空燃比制御装置の説明に際し、この第１図を援用して
説明する。FIG. 1 shows a configuration of an air-fuel ratio control system for an internal combustion engine according to a conventional and later-described invention, which will be described with reference to FIG. 1 when describing a conventional air-fuel ratio control system for an internal combustion engine.
この第１図において、１は内燃機関、２はこの内燃機
関１に接続された吸気管、３はこの吸気管２内に設けら
れた絞り弁である。In FIG. 1, reference numeral 1 is an internal combustion engine, 2 is an intake pipe connected to the internal combustion engine 1, and 3 is a throttle valve provided in the intake pipe 2.
この吸気管２内の圧力は圧力センサ４で検出し、その
検出出力はADコンバータ91に送出するようになつてい
る。The pressure in the intake pipe 2 is detected by the pressure sensor 4, and the detection output is sent to the AD converter 91.
また、内燃機関１の回転をパルスとして回転センサ５
で検出するようにしており、この回転センサ５の出力は
入出力回路92に送出するようになつている。The rotation sensor 5 uses the rotation of the internal combustion engine 1 as a pulse.
The output of the rotation sensor 5 is sent to the input / output circuit 92.
さらに、吸気管２へインジエクタ６により燃料を噴射
するようになつており、このインジエクタ６は出力回路
96の出力で駆動されるようになつている。Further, fuel is injected into the intake pipe 2 by an injector 6, which is an output circuit.
It is designed to be driven by 96 outputs.
また、内燃機関１に排気管７が接続されており、この
排気管７内の排ガス成分から空燃比に対応した出力が空
燃比センサ８からADコンバータ91に送出するようにして
いる。Further, an exhaust pipe 7 is connected to the internal combustion engine 1, and an exhaust gas component in the exhaust pipe 7 outputs an output corresponding to the air-fuel ratio from the air-fuel ratio sensor 8 to the AD converter 91.
一方、９は圧力センサ４と回転センサ５と空燃比セン
サ８などの情報から所要燃料量を演算し、インジエクタ
６の駆動パルス幅を発生する制御装置である。On the other hand, 9 is a control device that calculates the required fuel amount from the information of the pressure sensor 4, the rotation sensor 5, the air-fuel ratio sensor 8 and the like, and generates the drive pulse width of the injector 6.
この制御装置９におけるADコンバータ91は空燃比セン
サ８および圧力センサ４などのアナログ信号をデジタル
値に変換してマイクロプロセツサ93に送出するようにな
つている。The AD converter 91 in the control device 9 converts an analog signal from the air-fuel ratio sensor 8 and the pressure sensor 4 into a digital value and sends it to the microprocessor 93.
また、入力回路92は回転センサ５のパルス入力信号を
レベル変換するための入力回路で、その出力もマイクロ
プロセツサ93に送出するようになついている。Further, the input circuit 92 is an input circuit for converting the level of the pulse input signal of the rotation sensor 5, and the output thereof is also sent to the microprocessor 93.
このマイクロプロセツサ93はADコンバータ91および入
力回路92から得られたデジタルおよびパルス信号に基づ
いて内燃機関１へ供給すべき燃料量を演算し、その結果
にしたがつてインジエクタ６の駆動パルス幅を出力する
ものである。This microprocessor 93 calculates the amount of fuel to be supplied to the internal combustion engine 1 based on the digital and pulse signals obtained from the AD converter 91 and the input circuit 92, and according to the result, the drive pulse width of the injector 6 is calculated. It is what is output.
このマイクロプロセツサ93の制御手順やデータを予め
ROM94で記憶しており、またRAM95で演算過程におけるデ
ータを一時的に格納するようにしている。そして、マイ
クロプロセツサ93の出力信号にしたがつて出力回路96で
インジエクタ６を駆動するようにしている。Pre-set the control procedure and data of this microprocessor 93.
It is stored in the ROM 94, and the data in the calculation process is temporarily stored in the RAM 95. The output circuit 96 drives the injector 6 in accordance with the output signal of the microprocessor 93.
上記第１図中の空燃比センサ８は第５図に示すように
構成されており、81は酸素ポンプセル、82は酸素電池セ
ル、83aおよび83bは多孔質でできた電極、84は拡散室、
85は基準電圧源、86は比較増幅器、87はポンプ駆動回
路、88はポンプの電流を検出するための抵抗である。The air-fuel ratio sensor 8 in FIG. 1 is configured as shown in FIG. 5, 81 is an oxygen pump cell, 82 is an oxygen battery cell, 83a and 83b are electrodes made of a porous material, 84 is a diffusion chamber,
Reference numeral 85 is a reference voltage source, 86 is a comparison amplifier, 87 is a pump drive circuit, and 88 is a resistor for detecting the current of the pump.
この空燃比センサ８の構成は既に公知（特開昭59−19
0646号公報および特開昭60−128349号公報）のものであ
り、基準電圧源85を約0.4Vに設定し、この電圧と酸素電
池セル82の電圧を比較増輻器86にて比較し、その偏差が
零になるようにポンプ駆動回路87を介して酸素ポンプセ
ル81に電流を流し込むことによつて、拡散室84内の排気
ガスが理論空燃比相当となるように作用させるものであ
る。The construction of this air-fuel ratio sensor 8 is already known (Japanese Patent Laid-Open No. 59-19
No. 0646 gazette and JP-A-60-128349 gazette), the reference voltage source 85 is set to about 0.4 V, and this voltage and the voltage of the oxygen battery cell 82 are compared by the comparison and increaser 86, By supplying a current to the oxygen pump cell 81 via the pump drive circuit 87 so that the deviation becomes zero, the exhaust gas in the diffusion chamber 84 acts so as to correspond to the stoichiometric air-fuel ratio.
このような原理を用いて理論空燃比よりもリーン、リ
ツチ側とも検出可能であり、その測定結果は抵抗88の両
端の電圧として取り出すことができ、第６図に示すよう
に広い空燃比の範囲に対して線形な出力電圧を得ること
ができる。Using such a principle, it is possible to detect both the lean side and the rich side of the theoretical air-fuel ratio, and the measurement result can be taken out as the voltage across the resistor 88. As shown in FIG. It is possible to obtain a linear output voltage with respect to.
次に、上記空燃比センサ８を用いた空燃比フイードバ
ツクの従来の制御方法について第７図にしたがつて説明
する。この第７図は第１図に示す制御装置９の制御手順
をフローチヤートで表わしたものである。Next, a conventional control method of the air-fuel ratio feedback using the air-fuel ratio sensor 8 will be described with reference to FIG. FIG. 7 is a flow chart showing the control procedure of the control device 9 shown in FIG.
ステツプ100で回転センサ５から入力されるパルス信
号、すなわち、エンジン回転数Neを読み込み、ステツプ
101で圧力センサ４から得られた吸気管内圧力（絶対圧
力）の値Pbを呼び込み、ステツプ102ではステツプ100お
よび101で読み込まれた情報を基にインジエクタ６の基
本駆動パルス幅τＯを演算する。In step 100, the pulse signal input from the rotation sensor 5, that is, the engine speed Ne is read, and step
At 101, the value Pb of the intake pipe internal pressure (absolute pressure) obtained from the pressure sensor 4 is called, and at step 102, the basic drive pulse width τ O of the injector 6 is calculated based on the information read at steps 100 and 101.
演算式はτＯ＝Ｋ・Pb/ηｖで表わされ、Ｋは定数、
ηｖは吸気圧力Pbとエンジン回転数Neに対応して予め定
められた充填効率である。The calculation formula is represented by τ O = K · Pb / ηv, where K is a constant,
ηv is a charging efficiency that is predetermined corresponding to the intake pressure Pb and the engine speed Ne.
次に、ステツプ103で目標空燃比(A/F)Sが設定され
る。この目標空燃比(A/F)Sはエンジン回転数Neと吸気圧
力Pbに対応して最適な動力性能と燃費を得るように予め
設定されているが、さらにエンジンの温度や加減速状態
などによつて変化されてもよい。ステツプ104では空燃
比センサ８の出力信号(A/F)Rを読み込み、ステツプ105
で空燃比の偏差ｅ＝(A/F)S−(A/F)Rを求め、この値を適
当なゲインKIで積分し、空燃比フイードバツク補正係数
CFBを算出する。Next, at step 103, the target air-fuel ratio (A / F) S is set. This target air-fuel ratio (A / F) S is preset to obtain optimum power performance and fuel efficiency corresponding to the engine speed Ne and the intake pressure Pb. It may be changed. At step 104, the output signal (A / F) R of the air-fuel ratio sensor 8 is read, and at step 105
The air-fuel ratio deviation e = (A / F) S − (A / F) R is calculated with, and this value is integrated with an appropriate gain K I to obtain the air-fuel ratio feedback correction coefficient.
Calculate C FB .
次に、ステツプ106で噴射パルス幅τをステツプ102で
先に求めた基本噴射パルス幅τＯに上記空燃比フイード
バツク補正係数CFBを乗算することにより求める。Next, in step 106, the injection pulse width τ is obtained by multiplying the basic injection pulse width τ O previously obtained in step 102 by the air-fuel ratio feedback correction coefficient C FB .
以上の動作が繰り返されて、空燃比は目標値(A/F)Sに
なるようにフイードバツク制御される。The above operation is repeated, and the feedback control is performed so that the air-fuel ratio becomes the target value (A / F) S.
上記のような従来の内燃機関の空燃比制御装置にあつ
ては、機関の失火などによる過大な空燃比偏差を生じた
場合、この過大な空燃比偏差に基づいて算出した過大な
フイードバツク補正係数CFBに基づいて燃料を急激に増
量し、機関の失火を助長する問題があつた。In the conventional air-fuel ratio control device for an internal combustion engine as described above, if an excessive air-fuel ratio deviation due to engine misfire or the like occurs, an excessive feed back correction coefficient C calculated based on this excessive air-fuel ratio deviation. There was a problem that fuel was suddenly increased based on FB to promote engine misfire.
また、空燃比を短い時間で目標空燃比に制御するため
に積分ゲインKIの値を大きくすると、制御系のループゲ
インが増大しているために空燃比偏差が零付近で空燃比
が振動し、発振し、機関不調を招来し、運転フイーリン
グが悪化する問題があつた。Also, if the value of the integral gain K I is increased to control the air-fuel ratio to the target air-fuel ratio in a short time, the air-fuel ratio oscillates when the air-fuel ratio deviation is near zero because the loop gain of the control system is increasing. However, there was a problem that the engine oscillated, the engine malfunctioned, and the driving feeling deteriorated.
この発明は、かかる問題点を解決するためになされた
もので、過大な空燃比偏差が生じたときにでも、誤つた
フイードバツク補正による機関不調を回避し、かつ空燃
比が目標値に近ずいたときでも、過大なゲインによる空
燃比の発振を防ぎ、常に安定な燃焼を得ることができる
内燃機関の空燃比制御装置を得ることを目的とする。The present invention has been made to solve such a problem, and even when an excessive air-fuel ratio deviation occurs, the engine malfunction due to the wrong feedback correction is avoided, and the air-fuel ratio is close to the target value. Even at this time, it is an object to obtain an air-fuel ratio control device for an internal combustion engine that can prevent oscillation of the air-fuel ratio due to excessive gain and can always obtain stable combustion.
この発明に係る内燃機関の空燃比制御装置は、空燃比
偏差の絶対値|e|に応じて空燃比フイードバツク比例ゲ
インKPおよび積分ゲインKIを制御する手段を設けたもの
である。The air-fuel ratio control device for an internal combustion engine according to the present invention is provided with means for controlling the air-fuel ratio feedback proportional gain K P and the integral gain K I according to the absolute value | e | of the air-fuel ratio deviation.
この発明においては、空燃比偏差の絶対値|e|が所定
値以上の場合は比例ゲインKPおよび積分ゲインKIを所定
値に固定し、この空燃比偏差の絶対値|e|が所定値以下
の場合は、この絶対値|e|が小さくなるに応じて比例ゲ
インKPおよび積分ゲインKIを小さくした値を用いて機関
の空燃比を目標空燃比にフイードバツク制御する。In the present invention, when the absolute value | e | of the air-fuel ratio deviation is equal to or greater than the predetermined value, the proportional gain K P and the integral gain K I are fixed to the predetermined values, and the absolute value | e | of the air-fuel ratio deviation is the predetermined value. In the following cases, the air-fuel ratio of the engine is feedback-controlled to the target air-fuel ratio using the values obtained by reducing the proportional gain K P and the integral gain K I according to the decrease of the absolute value | e |.
以下、この発明の内燃機関の空燃比制御装置の実施例
について図面に基づき説明するが、この発明の構成は前
述の第１図のものと全く同一であるが、制御装置（空燃
比制御手段）９内のマイクロプロセツサ93を中心とする
演算部における演算処理およびデータ設定の方法が従来
装置とは異なり、その演算手順は第２図のフローチヤー
トに示されている。Hereinafter, an embodiment of an air-fuel ratio control device for an internal combustion engine of the present invention will be described based on the drawings. Although the configuration of the present invention is exactly the same as that of FIG. 1 described above, a control device (air-fuel ratio control means) The method of arithmetic processing and data setting in the arithmetic unit centering on the microprocessor 93 in 9 is different from the conventional apparatus, and the arithmetic procedure is shown in the flow chart of FIG.
この第２図のフローチヤートのステツプ200のエンジ
ン回転数Neの読み込みからステツプ204の実空燃比の読
み込みまでは従来例を示した第７図のフローチヤートの
ステツプ100〜104までと同様なので説明を省略する。The process from reading the engine speed Ne of the flow chart step 200 to the reading of the actual air-fuel ratio of step 204 is the same as the flow chart step 100 to 104 of FIG. 7 showing the conventional example. Omit it.
ステツプ204で実空燃比の読み込みを行つた後、この
発明においては、ステツプ205において空燃比偏差ｅを
目標空燃比(A/F)Sと実空燃比(A/F)Rの偏差ｅ＝(A/F)S−
(A/F)Rとして算出する。After reading the actual air-fuel ratio in step 204, in the present invention, the deviation e of the air-fuel ratio deviation e between the target air-fuel ratio (A / F) S and the actual air-fuel ratio (A / F) R is equal to (=) in step 205. A / F) S −
(A / F) Calculated as R.
次に、ステツプ206において、空燃比フイードバツク
比例ゲインKPを前記空燃の比偏差ｅの絶対値|e|に対し
てたとえば第３図に示すごとく関係となるように設定す
る。Next, at step 206, the air-fuel ratio feedback proportional gain K P is set so as to have a relationship with the absolute value | e | of the air-fuel ratio deviation e as shown in FIG. 3, for example.
さらに、ステツプ207においても、ステツプ206と同様
にして、積分ゲインKIを偏差ｅの絶対値|e|に対して設
定する。Further, also in step 207, similarly to step 206, the integral gain K I is set for the absolute value | e | of the deviation e.
ステツプ206および207で定めた比例ゲインKPおよび積
分ゲインKIを用いて、ステツプ208において偏差ｅに比
例ゲインKPを乗算した値と偏差ｅを積分して積分ゲイン
KIを乗算した値との和として、フイードバツク係数CFB
を算出する。Using the proportional gain K P and integral gain K I determined in steps 206 and 207, the value obtained by multiplying the deviation e by the proportional gain K P in step 208 and the deviation e are integrated to obtain the integral gain.
Feedback coefficient C FB as the sum of the values multiplied by K I
Is calculated.
ステツプ209で噴射パルス幅τを基本噴射パルス幅τ
Ｏにフイードバツク補正係数CFBを乗算することにより
求める。以上の動作を繰り返すことによつて、空燃比の
偏差が零になるように制御される。In step 209, the injection pulse width τ is changed to the basic injection pulse width τ
It is obtained by multiplying O by the feedback back correction coefficient C FB . By repeating the above operation, the deviation of the air-fuel ratio is controlled to be zero.
なお、上記実施例ではステツプ206および207におい
て、第３図のような関係を用いて比例ゲインKPおよび積
分ゲインKIを設定したが、第４図の関係を用いて比例ゲ
インKPおよび積分ゲインKIを設定してもよい。Note that in step 206 and 207 in the above embodiment, setting the proportional gain K P and the integral gain K I using the relationship as FIG. 3, the proportional gain K P and integrated using the relationship of FIG. 4 The gain K I may be set.
また、上記実施例の説明においては、燃料噴射システ
ムとしてスピードデンシテイ方式の燃料噴射装置の具体
例としたが、エアーフローセンサを用いた燃料噴射装置
や電子制御気化器にも適用できるのは云うまでもない。Further, in the description of the above-mentioned embodiments, the fuel injection system is a specific example of a fuel injection device of speed density type, but it can be said that the present invention is also applicable to a fuel injection device using an air flow sensor and an electronically controlled carburetor. There is no end.
この発明は以上説明したとおり、空燃比制御手段は内
燃機関の吸入空気量に対応した燃料供給量を、目標空燃
比信号と空燃比センサの出力信号との偏差に比例した値
に比例ゲインを乗算した値および上記偏差を積分した値
に積分ゲインを乗算した値の和に応じて補正するととも
に、上記偏差の絶対値が所定以上の場合はそれら比例ゲ
インおよび積分ゲインを所定値に固定し、その偏差の絶
対値が所定以下の場合はこの絶対値が小さくなるのに応
じてそれら比例ゲインおよび積分ゲインを小さくした値
を用いて補正するように構成したので、過大な空燃比偏
差が原因で発生する異常な空燃比フィードバックを防ぐ
ことができます。また、偏差の絶対値を用いるので、偏
差の零付近でのその対応する比例ゲインおよび積分ゲイ
ンが連続であり、かつ比例ゲインおよび積分ゲインも小
さくなるので、空燃比偏差付近での空燃比の発振も防ぎ
目標空燃比を維持制御し、空燃比変動による機関出力不
調をきたすことがなく、常に良好な運転フィーリングを
得ることができる。As described above, according to the present invention, the air-fuel ratio control means multiplies the fuel supply amount corresponding to the intake air amount of the internal combustion engine by a value proportional to the deviation between the target air-fuel ratio signal and the output signal of the air-fuel ratio sensor and the proportional gain. And the value obtained by integrating the deviation and the value obtained by multiplying the integral gain by the value are corrected, and when the absolute value of the deviation is greater than or equal to a predetermined value, the proportional gain and the integral gain are fixed to predetermined values, and If the absolute value of the deviation is less than a predetermined value, the proportional gain and integral gain are reduced to compensate as the absolute value decreases, so it is caused by an excessive air-fuel ratio deviation. You can prevent abnormal air-fuel ratio feedback. Further, since the absolute value of the deviation is used, the corresponding proportional gain and integral gain near zero of the deviation are continuous, and the proportional gain and integral gain are also small, so that the oscillation of the air-fuel ratio near the air-fuel ratio deviation is small. The target air-fuel ratio is maintained and controlled, and the engine output malfunction due to the air-fuel ratio fluctuation is not caused, and a good driving feeling can always be obtained.
第１図はこの発明および従来装置の内燃機関の空燃比制
御装置の構成を示す図、第２図はこの発明の内燃機関の
空燃比制御装置の動作を表わすフローチヤート、第３図
および第４図はこの発明の内燃機関の空燃比制御装置に
おける空燃比フイードバツク積分ゲインおよび比例ゲイ
ンの特性図、第５図はこの発明および従来の内燃機関の
空燃比制御装置における空燃比センサの構成を示す図、
第６図はこの発明および従来の内燃機関の空燃比制御装
置における空燃比センサの特性図、第７図は従来の内燃
機関の空燃比制御装置の動作を表わしたフローチヤート
である。 １…内燃機関、２…吸気管、４…圧力センサ、５…回転
センサ、６…インジエクタ、８…空燃比センサ、９…制
御装置、81…酸素ポンプセル、82…酸素電池セル、93…
マイクロプロセツサ、94…ROM、95…RAM。FIG. 1 is a diagram showing a configuration of an air-fuel ratio control device for an internal combustion engine according to the present invention and a conventional device, and FIG. 2 is a flow chart showing the operation of the air-fuel ratio control device for an internal combustion engine according to the present invention, FIGS. 3 and 4. FIG. 5 is a characteristic diagram of an air-fuel ratio feedback integral gain and a proportional gain in an air-fuel ratio control device for an internal combustion engine according to the present invention, and FIG. ,
FIG. 6 is a characteristic diagram of the air-fuel ratio sensor in the present invention and the conventional air-fuel ratio control device for an internal combustion engine, and FIG. 7 is a flow chart showing the operation of the conventional air-fuel ratio control device for an internal combustion engine. DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Intake pipe, 4 ... Pressure sensor, 5 ... Rotation sensor, 6 ... Injector, 8 ... Air-fuel ratio sensor, 9 ... Control device, 81 ... Oxygen pump cell, 82 ... Oxygen battery cell, 93 ...
Microprocessor, 94 ... ROM, 95 ... RAM.
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭62−139942（ＪＰ，Ａ) 特開 昭55−37589（ＪＰ，Ａ) 特開 昭59−147843（ＪＰ，Ａ) ─────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-62-139942 (JP, A) JP-A-55-37589 (JP, A) JP-A-59-147843 (JP, A)
Claims (1)
ン側における空燃比に対応して線形に出力信号が検出可
能な空燃比センサと、目標空燃比信号と上記空燃比セン
サの出力信号との偏差に基づいて上記内燃機関の空燃比
をフィードバック制御する空燃比制御手段とを備えた内
燃機関の空燃比制御装置において、上記空燃比制御手段
は上記内燃機関の吸入空気量に対応した燃料供給量を、
上記偏差に比例した値に比例ゲインを乗算した値および
上記偏差を積分した値に積分ゲインを乗算した値の和に
応じて補正するとともに、上記偏差の絶対値が所定以上
の場合はそれら比例ゲインおよび積分ゲインを所定値に
固定し、その偏差の絶対値が所定以下の場合はこの絶対
値が小さくなるのに応じてそれら比例ゲインおよび積分
ゲインを小さくした値を用いて補正することを特徴とす
る内燃機関の空燃比制御装置。1. An air-fuel ratio sensor capable of linearly detecting an output signal corresponding to an air-fuel ratio from a rich side to a lean side of an exhaust gas component of an internal combustion engine, and a target air-fuel ratio signal and an output signal of the air-fuel ratio sensor. In an air-fuel ratio control device for an internal combustion engine, which comprises an air-fuel ratio control means for feedback controlling the air-fuel ratio of the internal combustion engine based on a deviation, the air-fuel ratio control means is a fuel supply amount corresponding to an intake air amount of the internal combustion engine. To
Corrects according to the sum of the value obtained by multiplying the value proportional to the deviation by the proportional gain and the value obtained by multiplying the value obtained by integrating the deviation by the integral gain, and when the absolute value of the deviation is not less than a predetermined value, the proportional gain And the integral gain is fixed to a predetermined value, and when the absolute value of the deviation is less than a predetermined value, the proportional gain and the integral gain are reduced to be used as the absolute value becomes smaller. Air-fuel ratio control device for internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61240696A JP2514608B2 (en) | 1986-10-08 | 1986-10-08 | Air-fuel ratio control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61240696A JP2514608B2 (en) | 1986-10-08 | 1986-10-08 | Air-fuel ratio control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6394049A JPS6394049A (en) | 1988-04-25 |
| JP2514608B2 true JP2514608B2 (en) | 1996-07-10 |
Family
ID=17063339
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61240696A Expired - Fee Related JP2514608B2 (en) | 1986-10-08 | 1986-10-08 | Air-fuel ratio control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2514608B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0237147A (en) * | 1988-07-27 | 1990-02-07 | Mitsubishi Electric Corp | Air-fuel ratio control device |
| JP4938532B2 (en) * | 2007-04-09 | 2012-05-23 | トヨタ自動車株式会社 | Air-fuel ratio control device for internal combustion engine |
| CA2890199A1 (en) * | 2012-11-02 | 2014-05-08 | General Electric Company | Stoichiometric combustion control for gas turbine system with exhaust gas recirculation |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4241710A (en) * | 1978-06-22 | 1980-12-30 | The Bendix Corporation | Closed loop system |
| JPS59147843A (en) * | 1983-02-14 | 1984-08-24 | Nissan Motor Co Ltd | Air-fuel ratio control device |
| JPS62139942A (en) * | 1985-12-16 | 1987-06-23 | Toyota Motor Corp | Air-fuel ratio control method for internal combustion engine |
-
1986
- 1986-10-08 JP JP61240696A patent/JP2514608B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6394049A (en) | 1988-04-25 |
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|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |