JPS5848751A - Air-fuel ratio controlling apparatus - Google Patents
Air-fuel ratio controlling apparatusInfo
- Publication number
- JPS5848751A JPS5848751A JP14572781A JP14572781A JPS5848751A JP S5848751 A JPS5848751 A JP S5848751A JP 14572781 A JP14572781 A JP 14572781A JP 14572781 A JP14572781 A JP 14572781A JP S5848751 A JPS5848751 A JP S5848751A
- Authority
- JP
- Japan
- Prior art keywords
- air
- fuel ratio
- control
- fuel
- feedback control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 99
- 230000003247 decreasing effect Effects 0.000 claims abstract description 7
- 239000007789 gas Substances 0.000 claims description 8
- 230000007423 decrease Effects 0.000 claims description 6
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 4
- 239000001301 oxygen Substances 0.000 claims description 4
- 229910052760 oxygen Inorganic materials 0.000 claims description 4
- 238000002347 injection Methods 0.000 abstract description 24
- 239000007924 injection Substances 0.000 abstract description 24
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 abstract description 4
- 238000001514 detection method Methods 0.000 description 10
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000000746 purification Methods 0.000 description 3
- 230000004043 responsiveness Effects 0.000 description 3
- 239000003054 catalyst Substances 0.000 description 2
- 241000255925 Diptera Species 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
- F02D41/1488—Inhibiting the regulation
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は内燃機関の空燃比制御装置に係り、更に具体的
には閉ループ制御方式の空燃比制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an air-fuel ratio control device for an internal combustion engine, and more specifically to an air-fuel ratio control device using a closed-loop control method.
この種の空燃比制御装置ではＨＣ，ＣＯ及びＮＯｘの３
成分を理論空魅比（λ＝１）近傍で効率よく浄化する三
元触媒を用いて、排ガス中の残留酸素濃度を検出するＯ
、センサの検出出力に基づいてエンジンの各気筒内の供
給空燃比が理論空燃比近傍になるようにフィードバック
制御を行っている。In this type of air-fuel ratio control device, HC, CO and NOx
Detects the residual oxygen concentration in exhaust gas using a three-way catalyst that efficiently purifies components near the theoretical air-to-air ratio (λ = 1).
Based on the detection output of the sensor, feedback control is performed so that the air-fuel ratio supplied to each cylinder of the engine is close to the stoichiometric air-fuel ratio.
このような空燃比制御装置において空燃比制御中に運転
性向上対策等により強制的に燃料噴射量を増減した時に
空燃比フィードバック制御をすると、この強制的燃料噴
射制御の終了後に４供給空燃比が理論空燃比から大きく
外れる為に予め定めらねぇフィードバック定数で理論空
燃比近傍にまで修正制御するのに時間がかかり、この結
果排ガスの浄化効率が悪化するという欠点があった。In such an air-fuel ratio control device, if air-fuel ratio feedback control is performed when the fuel injection amount is forcibly increased or decreased due to drivability improvement measures etc. during air-fuel ratio control, the 4 supply air-fuel ratio will change after the forced fuel injection control ends. Since the air-fuel ratio deviates significantly from the stoichiometric air-fuel ratio, it takes time to correct the air-fuel ratio to near the stoichiometric air-fuel ratio using a feedback constant that is not determined in advance, and as a result, the exhaust gas purification efficiency deteriorates.
本発明の目的は運転性向上対策等により強制的に燃料噴
射量を増減制御する場合に該増減制御終了後にかける空
燃比フィードバック制御の応答性の向上を図った空燃比
制御装置を提供することにある。SUMMARY OF THE INVENTION An object of the present invention is to provide an air-fuel ratio control device that improves the responsiveness of air-fuel ratio feedback control that is applied after the increase or decrease control is completed when the fuel injection amount is forcibly controlled to increase or decrease as a measure to improve drivability. be.
本発明の特徴は排ガス中の残留酸素濃度でエンジンの各
気筒への供給燃料量を各気筒内の空燃比を理論空燃比近
傍にフィードバック制御する空燃比制御装置において、
空燃比フィードバック制御中に各気筒への供給燃料量を
強制的に増減蓋制御する場合に増減量制御中、空燃比フ
ィードバック制御を停止し該空燃比フィードバック制御
幅の中心値に相当する電圧Ｖペルに空燃比制御信号を設
定するようｒＣ構成した点にある。The present invention is characterized by an air-fuel ratio control device that feedback-controls the amount of fuel supplied to each cylinder of the engine to keep the air-fuel ratio in each cylinder close to the stoichiometric air-fuel ratio based on the residual oxygen concentration in exhaust gas.
When the amount of fuel supplied to each cylinder is forcibly increased/decreased during the air-fuel ratio feedback control, the air-fuel ratio feedback control is stopped and the voltage V-pel corresponding to the center value of the air-fuel ratio feedback control width is set. The point is that the rC is configured so that the air-fuel ratio control signal is set at .
以下１本発明の実施例を図面に基づいて説明する。An embodiment of the present invention will be described below based on the drawings.
第１図にはエンジン系統の全体構成が示されてお凱同図
において１は工／ジ／であり、２Ｆｉエアクリーナ、３
はスロットルチャンバ、４ｒｉ各気闇に空気を送シ込む
インテークマニホールド、６は各気筒内における排ガス
を排気管１７に導入するエキゾーストマニホールド、１
６は三元触媒である。ここで図示しないアクセルペダル
を操作することによねスロットルチャンバ３内に設けら
れているスロットルバルブ５の開度が制御され、それに
よシェアクリーナ２からエンジン１の各気筒へ供給され
る空気量が制御される。そしてスロットルバルブ５には
スロットルバルブ５が全閉状態か否か、即ちエンジンが
アイドル運転状態にあるか否かを検出するスロットルセ
ンサ１５が設けられてシシ、該スロットルセンサ１５の
検出出力は制ｍ回路１４に入力される。ここでスロット
ルセンサ１５はスロットルバルブ５が全閉状態のときＯ
Ｎ状態となる。Figure 1 shows the overall configuration of the engine system. In the figure, 1 is engineering/di/, 2Fi air cleaner, 3
1 is a throttle chamber, 4 is an intake manifold that sends air into each cylinder, 6 is an exhaust manifold that introduces exhaust gas from each cylinder into an exhaust pipe 17, 1
6 is a three-way catalyst. By operating an accelerator pedal (not shown), the opening degree of the throttle valve 5 provided in the throttle chamber 3 is controlled, thereby controlling the amount of air supplied from the share cleaner 2 to each cylinder of the engine 1. be done. The throttle valve 5 is provided with a throttle sensor 15 that detects whether the throttle valve 5 is fully closed or not, that is, whether the engine is in an idling state. The signal is input to the circuit 14. Here, the throttle sensor 15 is set to O when the throttle valve 5 is fully closed.
It becomes N state.
また−回ットルパルプ５の開閉により制御される空気量
はスロットチャ／パ３におけるスロットルハルツ５ノ上
ｆｉｔ１１に設けられたエア７ ａ −７１−＃７によ
り計測され、その検出信号は制御回路１４に入力される
。In addition, the amount of air controlled by opening and closing the throttle pulp 5 is measured by the air 7a-71-#7 provided in the fit 11 above the throttle throttle 5 in the slot cha/pa 3, and the detection signal is sent to the control circuit 14. is input.
更にエヤシーストマニホールド６の出口付近には排ガス
中の残留酸素濃度を検出する。雪センサ８が設けられて
おり、該０鵞セ／すの検出信号と前記空気量検出信号に
基づいて制御回路１４は各気筒内の供給空燃比が理論空
燃比となるような燃料噴射量を演算し、二／ジ／１の各
気筒の入口付近に設けられ九インジェクタ２ｏに所定の
タイミングで所定時間、燃料を噴射させるための制御信
号を出力する。ｔた１２はディストリビユータ１１を介
して各気筒に設けられ九点火プラグに点火信号を送出す
る点火回路であり、該点火回路１２がらは点火コイル−
次信号１３が制御回路１４に人力される。そしてこの点
火コイル−次信号は制御回路１４でエンジン回転数信号
として処理され、空燃比制御を含めて各種のエンジン制
御における基本的な情報として用いられる。Furthermore, the residual oxygen concentration in the exhaust gas is detected near the outlet of the air seast manifold 6. A snow sensor 8 is provided, and the control circuit 14 determines the fuel injection amount so that the supplied air-fuel ratio in each cylinder becomes the stoichiometric air-fuel ratio based on the 0-speed/su detection signal and the air amount detection signal. It calculates and outputs a control signal for injecting fuel at a predetermined timing and for a predetermined time to the injector 2o provided near the inlet of each of the 2/J/1 cylinders. The ignition circuit 12 is provided in each cylinder via the distributor 11 and sends an ignition signal to nine spark plugs, and the ignition circuit 12 is connected to an ignition coil.
The next signal 13 is input to the control circuit 14 . This ignition coil next signal is processed by the control circuit 14 as an engine speed signal and is used as basic information in various engine controls including air-fuel ratio control.
更に９ｒｉ工／ジン冷却水温を検出する水温センナ、１
０は吸入空気の温度を検出する吸気温セ／すであり、こ
れらの検出出力も制御回路１４に取り込まれ、各種のエ
ンジン制御に使用される。Furthermore, 9ri work/Water temperature sensor that detects the gin cooling water temperature, 1
Reference numeral 0 indicates an intake air temperature sensor that detects the temperature of intake air, and these detection outputs are also taken into the control circuit 14 and used for various engine controls.
尚、燃料供給系統については本発明の本旨ではないので
説明を省略する。Note that the fuel supply system is not the main point of the present invention, so a description thereof will be omitted.
次に第２図には制御回路１４の具体的構成が示−１
されておシ、同図において３０は分周回路であり、該分
局回路３０は点火−次信号１３を取り込み、所定の分局
比のパルス信号を基本噴射量演算回路４０に出力する。Next, FIG. 2 shows a specific configuration of the control circuit 14. In the figure, 30 is a frequency dividing circuit, and the dividing circuit 30 takes in the ignition-next signal 13 and divides it into a predetermined divided station. A pulse signal of the ratio is output to the basic injection amount calculation circuit 40.
基本噴射量演算回路ｔｏでは分周回路３０のパルス信号
のタイミングでエアフローメータ７からの空気量検出信
号に基づいたパルス幅の基本噴射パルス（パルス幅Ｔｐ
ｌをダイオード２５を介して噴射量補正回路５０に出力
すると共に、マイクロコンビエータ３０内の割込制御部
５２に出力する。In the basic injection amount calculation circuit to, a basic injection pulse (pulse width Tp
l is output to the injection amount correction circuit 50 via the diode 25 and also to the interrupt control section 52 in the micro combinator 30.
噴射量補正回路５０では水温センサ９、吸気温センサ１
０の検出出力及びマイクロコンピュータ６゜から出力さ
れる空燃比補正信号２９を取り込み、これらの信号に基
づいて基本噴射パルス（パルス１１Ｔｐ）のパルス幅を
変更し、インジェクタ駆動パルス（パルス幅Ｔｊ ）を
オアゲート２３を介して出力トランジスタ２４のペース
に出力する。In the injection amount correction circuit 50, a water temperature sensor 9, an intake temperature sensor 1
0 detection output and the air-fuel ratio correction signal 29 output from the microcomputer 6°, change the pulse width of the basic injection pulse (pulse 11Tp) based on these signals, and change the injector drive pulse (pulse width Tj). It is output to the output transistor 24 via the OR gate 23.
出力トランジスタ２４のコレクタとバッテリＶ。Collector of output transistor 24 and battery V.
との間に゛は、電流調整抵抗２２と各気筒に設けらし＆
インジェクタ２０の噴射弁を制御するソレノイド２０Ａ
の並列回路とが直列に接続されてお沙、前記インジェク
タ駆動パをス（パルス＠Ｔｉ）が出力トランジスタ２４
に印加される毎に各インジェクタ２０のソレノイド２０
Ａに励磁電流が流れ、この結果インジェクタ２０の開弁
時間（インジェクタ駆動パルスのパルス幅Ｔｉに相当）
、換言すれば燃料噴射量が制御される。Between the current adjustment resistor 22 and the
Solenoid 20A that controls the injection valve of the injector 20
The injector drive path (pulse @ Ti) is connected in series with the parallel circuit of the output transistor 24.
each time the solenoid 20 of each injector 20 is applied.
An excitation current flows through A, and as a result, the valve opening time of the injector 20 (corresponding to the pulse width Ti of the injector drive pulse)
In other words, the fuel injection amount is controlled.
また噴射量補正回路５ｏには基本噴射パルスカット信号
２７が入力されるように構成されており。The injection amount correction circuit 5o is also configured to receive a basic injection pulse cut signal 27.
蚊信号２７により燃料カットが行われる。更に前記オア
ゲート２３にはインジェクタ駆動パルスとは非同期に燃
料噴射量を増量するための噴射量増量パルス２８がエン
ジンの特定の運転条件下（的えは加速時、アイドル時等
）において入力されるそして基本噴射パルスカット信号
２７１に−び噴射量ジタル演算処理を行うセントラルプ
ロセッシＸグｚニット（ＣＰＵ）であり、４４は読み出
し及び書き込み可能な記憶素子（ＲＡＭ）であり、更に
４６は空燃比制御プログラム勢の制御プログラム及び固
定データを格納するための記憶素子（ＲＯＭ）である、
ｉた４８はタイマーであり１割込′処堰プログラムの起
動周期の針時勢を行う、５２は各種の割込みを受は付け
、パスライン７ｏを介してＣＰＵ４２に割込信号を出力
すると共に、前記基本噴射パルスを取り込み、し基本噴
射パルスの笠ジタル信号を出力する各積上／゛すの検出
出力を皐り込むディジタル入力ボートであり、このディ
ジタル入力ボート５４には排ガス中の残留酸素濃度を検
出するＯｌセンサ８、スロットルバルブ５の開閉状態を
検出するスロットルセンサ１５、エンジ／の始動状■を
検出するスタータスイッチ１８、クラッチの躊込状態を
検出するクラッチスイッチ１９、及びトランスミッショ
ンの切換状態を検出するシフトスイッチ３３の検出出力
が入力される。The mosquito signal 27 causes a fuel cut. Furthermore, an injection amount increase pulse 28 for increasing the fuel injection amount asynchronously with the injector drive pulse is input to the OR gate 23 under specific operating conditions of the engine (targeted during acceleration, idling, etc.). A central processing unit (CPU) performs basic injection pulse cut signal 271 and injection amount digital calculation processing, 44 is a readable and writable memory element (RAM), and 46 is an air-fuel ratio control unit. A memory element (ROM) for storing program control programs and fixed data;
i 48 is a timer which clocks the start cycle of the 1-interrupt processing program; 52 accepts various interrupts and outputs an interrupt signal to the CPU 42 via the pass line 7o; This is a digital input boat that captures the basic injection pulse and outputs the digital signal of the basic injection pulse. A throttle sensor 15 detects the opening/closing state of the throttle valve 5, a starter switch 18 detects the starting state of the engine, a clutch switch 19 detects the clutch state, and a clutch switch 19 detects the clutch state. The detection output of the shift switch 33 to be detected is input.
本実施例ではクラッチスイッチ１９及びシフトスイッチ
３３の検出出力により車両の発進時を判定するように構
成されている。In this embodiment, the detection outputs of the clutch switch 19 and the shift switch 33 are used to determine when the vehicle is started.
更に５６はＡ／Ｄコ／バータ５６にはアナログ信号を出
力するエアフローメータ７及び水温センサ９の検出出力
が取り込まれ、ディジタル信号に変換される。５８はゲ
イジタル制御信号を出力するディジタル出力ポートであ
り、該ディジタル出力ポート５８からは既述の如く基本
噴射パルス２７及び噴射量パルス２８が出力される。１
７ｔ６２はアナログ制御信号を出力するＤ／Ａコ／パー
タであり、該Ｄ／Ａコンバータ６２からは既述した空燃
比補正信号２９が出力される。Furthermore, the detection outputs of the air flow meter 7 and the water temperature sensor 9, which output analog signals, are taken into the A/D converter 56 and converted into digital signals. Reference numeral 58 is a digital output port for outputting a gain control signal, and the basic injection pulse 27 and the injection amount pulse 28 are outputted from the digital output port 58 as described above. 1
7t62 is a D/A converter that outputs an analog control signal, and the above-mentioned air-fuel ratio correction signal 29 is output from the D/A converter 62.
このようにディジタル入力ボート５４、ディジタル出力
ポート５８、Ａ／Ｄコ／バータ５６及びＤ／Ａコンバー
タ６２より構成される入出力イノど
ターフェイス８０は各種センサの検出出力を取り込み、
これをパスライン７０を介してＣＰＵ４２に送出すると
共に、ＣＰＵ４２でＲＯＭ４６に格納されている制御プ
ロゲラ′ムに基づき演算処理した後、制御信号をディジ
タル出力ポート５８及びＤ／Ａコンバータ６２から外部
に出力する。In this way, the input/output interface 80 composed of the digital input port 54, digital output port 58, A/D converter 56, and D/A converter 62 receives the detection outputs of various sensors.
This signal is sent to the CPU 42 via the pass line 70, and after arithmetic processing is performed by the CPU 42 based on the control program stored in the ROM 46, the control signal is outputted to the outside from the digital output port 58 and the D/A converter 62. do.
次に第３図及び第４図に基づいて本発明に係る空燃比制
御装置の制御内容について説明する。第３図には本発明
に係る空燃比制御装置の制御特性が従来例との比較で示
されており、これらの図において時刻ｔ１以前ではフュ
ーエルカットが行われ各気崎内の供給空燃比が理論空燃
比よりリーン側にある（同図（Ａ））。そして時刻１１
でフューエルカットを解除すると、従来装置ではフュー
エルカット解除時点（時刻１１ ）で同図（ハ）の一
点鎖線で示す如く即座に空燃比フィードバック制御を開
始する九め、供給空燃比を理論空燃比よりリッチ側に４
１正し、空燃比制御信号Ｖ、の電圧レベルが高くなる。Next, the control contents of the air-fuel ratio control device according to the present invention will be explained based on FIGS. 3 and 4. FIG. 3 shows the control characteristics of the air-fuel ratio control device according to the present invention in comparison with a conventional example. In these figures, before time t1, fuel cut is performed and the air-fuel ratio supplied to each air tank is changed. It is on the lean side of the stoichiometric air-fuel ratio ((A) in the same figure). and time 11
When the fuel cut is canceled at , the conventional device immediately starts air-fuel ratio feedback control at the time when the fuel cut is canceled (time 11), as shown by the dashed line in the figure (c). 4 on the rich side
1, the voltage level of the air-fuel ratio control signal V becomes high.
そして燃料減量制御終了点（時刻ｔｓ）で供給空燃比は
理論空燃比に近づくため、リーフ側に制御し始めるが制
御信号Ｖ、の電圧レベルが高いために一定の空燃比補正
値では供給空燃比が４１空燃比近傍に整定するまでの時
間が長くなる。Then, at the end point of the fuel reduction control (time ts), the supplied air-fuel ratio approaches the stoichiometric air-fuel ratio, so control starts toward the leaf side, but because the voltage level of the control signal V is high, the supplied air-fuel ratio It takes a long time for the air-fuel ratio to settle to around 41.
この結果、供給空燃比が一時的にリッチとなり、排ガス
０浄化効率が低下する。As a result, the supplied air-fuel ratio temporarily becomes rich, and the exhaust gas zero purification efficiency decreases.
本発明に係る空燃比制御装置では減量制御終了時点（時
刻ｔ１）まで空燃比制御信号Ｖ、を空燃比フィードバッ
ク制御幅の中心値に和尚する電圧レベルに設定し、時刻
ｔ、から空燃比フィードバック制御を開始するので減量
制御終了後の空燃比フィードバック制御の応答性の向上
が図れ、排ガスの浄化効率が改善される。In the air-fuel ratio control device according to the present invention, the air-fuel ratio control signal V is set at a voltage level that adjusts to the center value of the air-fuel ratio feedback control width until the end of the reduction control (time t1), and the air-fuel ratio feedback control is performed from time t. Since this starts, the responsiveness of the air-fuel ratio feedback control after the end of the reduction control can be improved, and the exhaust gas purification efficiency can be improved.
賞、本実施例では燃料を強制的に減量制御する場合につ
いて説明したが、減速時に増量制御する場合についても
同様に増量制御終了時点がら空燃比フィードバック制御
を開始することにより同様の効果が得られる。In this embodiment, the case where the fuel is forcibly reduced is explained, but the same effect can be obtained when the fuel is controlled to be increased during deceleration by starting the air-fuel ratio feedback control at the end of the increasing control. .
次に第４図に制御回路１４により実行される空燃比制御
プログラムの処理内容を示す。同図にシいてステップ１
００でプログラムが起動されると、次のステップ１０２
で空燃比フィードバック制御争件が成立したか否かが判
定され、このフィードバック制御条件が成立したと判定
された場合にはステップ１０４に移行する。そしてステ
ップ１０４では燃料減量制御中か否かが判定され、燃料
減量制御中でない場合ピはステップ１０６に移行し、該
ステップ１０６では減速増量制御中であるか否かが判定
される。ステップ１０６で減速増量制御中でないと判定
された場合には次のステップ１０８で空燃比フィードバ
ック量が設定され、ステップ１１０でプログラムの実行
は終了する。Next, FIG. 4 shows the processing contents of the air-fuel ratio control program executed by the control circuit 14. Step 1 according to the diagram
When the program is started at 00, the next step 102
In step 104, it is determined whether or not the air-fuel ratio feedback control condition has been satisfied.If it is determined that the feedback control condition has been satisfied, the process moves to step 104. Then, in step 104, it is determined whether or not the fuel reduction control is being performed. If the fuel reduction control is not being performed, the program proceeds to step 106, and in step 106, it is determined whether or not the deceleration and amount increase control is being performed. If it is determined in step 106 that deceleration/increase control is not in progress, the air-fuel ratio feedback amount is set in the next step 108, and the program execution ends in step 110.
他方、ステップ１０２，１０４，１０６でＮ。On the other hand, N at steps 102, 104, and 106.
と判定された場合にはステップ１１２に移行し、該ステ
ップ１１２で空燃比ツイードバック制御を停止し、空燃
比制御信号ｖＦを空燃比フィードバック制御の制御幅の
中心値に相当する電圧レベルに設定し、ステップ１１０
でプログラムの実行は終了する。If it is determined that this is the case, the process moves to step 112, where the air-fuel ratio tweedback control is stopped and the air-fuel ratio control signal vF is set to a voltage level corresponding to the center value of the control width of the air-fuel ratio feedback control. , step 110
The program execution ends.
以上に説明した如く、本発明では空燃比フィードバック
制御中に各気筒への供給燃料量を強制的に増−量制御す
る場合に増減量制御期間中、空燃比フィードバック制御
幅の中心値に相当する電圧レベルに空燃比制御信号を設
定するように構成したので本発明によれば空燃比フィー
ドバック制御−中に強制的に燃料噴射量を増減量制御す
る場合に鋏増減量制御終了後における空燃比フィードバ
ック制御の応答性の向上が図れる。As explained above, in the present invention, when the amount of fuel supplied to each cylinder is forcibly increased during air-fuel ratio feedback control, the value corresponding to the center value of the air-fuel ratio feedback control width is set during the increase/decrease control period. Since the air-fuel ratio control signal is configured to be set to the voltage level, according to the present invention, when the fuel injection amount is forcibly increased or decreased during the air-fuel ratio feedback control, the air-fuel ratio feedback after the scissors increase/decrease control is completed. Control responsiveness can be improved.
１１図は二ンジ／系統の全体構成図、１２図は制御回路
１４の具体的構成を示すブロック図、第３図は本発明に
係る空燃比制御装置の制御特性を従来例との比較で示し
九図、第４図は空燃比制御プログラムの内容を示すフロ
ーチャートである。
１…工／シン、５…スロツトルバルブ、８・・・０３セ
ンサ、１４・・・制御回路、２０・・・インジェクタ、
４２・・・ＣＰＵ、４４・・・ＲＡＭ、４６・・・ＲＯ
Ｍ代理人 鵜 沼ご辰 之
（ほか２名）Fig. 11 is an overall configuration diagram of the engine/system, Fig. 12 is a block diagram showing the specific configuration of the control circuit 14, and Fig. 3 shows the control characteristics of the air-fuel ratio control device according to the present invention in comparison with a conventional example. 9 and 4 are flowcharts showing the contents of the air-fuel ratio control program. 1... Engineering/shin, 5... Throttle valve, 8... 03 sensor, 14... Control circuit, 20... Injector,
42...CPU, 44...RAM, 46...RO
M agent Gotatsu Unuma (and 2 others)
Claims (1)
への供給燃料量を各気筒内の空燃比を理論空燃比近傍に
フィードバック制御する空燃比制御装置において、空燃
比フィードバック制御中に各気筒への供給燃料量を強制
的に増減量制御する場合に増減量制御中、空燃比フィー
ドバック制御を停止し該空燃比フィードバック制御幅の
中心値に和尚する電圧レベルに空燃比制御信号を設定す
ることを特徴とする空燃比制御装置。(1) In an air-fuel ratio control device that feedback-controls the amount of fuel supplied to each cylinder of the engine based on the residual oxygen concentration in exhaust gas, the air-fuel ratio in each cylinder is controlled to be near the stoichiometric air-fuel ratio. When the amount of supplied fuel is forcibly increased or decreased, the air-fuel ratio control signal is set to a voltage level that stops the air-fuel ratio feedback control and adjusts to the center value of the air-fuel ratio feedback control width during the increase or decrease control. Characteristic air-fuel ratio control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14572781A JPS5848751A (en) | 1981-09-16 | 1981-09-16 | Air-fuel ratio controlling apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14572781A JPS5848751A (en) | 1981-09-16 | 1981-09-16 | Air-fuel ratio controlling apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5848751A true JPS5848751A (en) | 1983-03-22 |
Family
ID=15391731
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14572781A Pending JPS5848751A (en) | 1981-09-16 | 1981-09-16 | Air-fuel ratio controlling apparatus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5848751A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5218534A (en) * | 1975-08-05 | 1977-02-12 | Nissan Motor Co Ltd | Air fuel ration control system |
| JPS5272026A (en) * | 1975-10-28 | 1977-06-16 | Nissan Motor Co Ltd | Air-to-fuel rate control system |
-
1981
- 1981-09-16 JP JP14572781A patent/JPS5848751A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5218534A (en) * | 1975-08-05 | 1977-02-12 | Nissan Motor Co Ltd | Air fuel ration control system |
| JPS5272026A (en) * | 1975-10-28 | 1977-06-16 | Nissan Motor Co Ltd | Air-to-fuel rate control system |
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