JPS5851240A - Air-fuel ratio control method for internal-combustion engine - Google Patents
Air-fuel ratio control method for internal-combustion engineInfo
- Publication number
- JPS5851240A JPS5851240A JP14775381A JP14775381A JPS5851240A JP S5851240 A JPS5851240 A JP S5851240A JP 14775381 A JP14775381 A JP 14775381A JP 14775381 A JP14775381 A JP 14775381A JP S5851240 A JPS5851240 A JP S5851240A
- Authority
- JP
- Japan
- Prior art keywords
- air
- fuel ratio
- engine
- loop control
- load
- 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.)
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
- F02D41/263—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the program execution being modifiable by physical parameters
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- Engineering & Computer Science (AREA)
- Computer Hardware Design (AREA)
- Microelectronics & Electronic Packaging (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方法に関する。[Detailed description of the invention] The present invention relates to an air-fuel ratio control method for an internal combustion engine.
一般に、空燃比を一定にするために、燃料噴射弁の開弁
時間すなわち基本燃料噴射時間Ｔｌ は、運転状態パラ
メータたとえば吸気量Ｑおよび機関回転速度Ｎの関数と
して、
ただし、Ｋ：定数
Ｔｖ：無効噴射時間
で与えられる。さらに、内燃機関の排気ガス中の特定成
分、だとえは酸素成分の濃度を検出する濃度センサ（以
下、０２ センサとする）の検出信号にもとづいて算出
した空燃比補正量に応じて基本燃料噴射時間を補正して
空燃比が理論空燃比に近づくように閉ループ制御すなわ
ちフィードバック制御を行う。このような空燃比制御方
法によれば、空燃比が理論空燃比に非常に近い範囲内に
あるので、排気系に設けられた三元触媒装置、すなわち
排気ガス中に含まれるＣＯ，ＨＣ、ＮＯｘという３つの
有害成分を同時に浄化する触媒装置の浄化能力を高い値
に保持できる。Generally, in order to keep the air-fuel ratio constant, the opening time of the fuel injection valve, that is, the basic fuel injection time Tl, is set as a function of operating state parameters such as the intake air amount Q and the engine speed N, where K: constant Tv: invalid It is given in injection time. Furthermore, the basic fuel is adjusted according to the air-fuel ratio correction amount calculated based on the detection signal of a concentration sensor (hereinafter referred to as 02 sensor) that detects the concentration of a specific component, ie oxygen component, in the exhaust gas of the internal combustion engine. Closed-loop control, that is, feedback control, is performed to correct the injection time so that the air-fuel ratio approaches the stoichiometric air-fuel ratio. According to such an air-fuel ratio control method, since the air-fuel ratio is within a range very close to the stoichiometric air-fuel ratio, the three-way catalyst device installed in the exhaust system, that is, the CO, HC, and NOx contained in the exhaust gas, The purifying ability of the catalyst device, which purifies three harmful components at the same time, can be maintained at a high value.
最近、排気ガスの低減はもとより、ユーザからは燃費向
上に対する要求が高まっている。空燃比の点から燃費向
上を狙った場合、空燃比を理論空燃比より若干リーン側
にした方がよいことは周知である。しかしながら、排気
上からは、リーン側の空燃比を用いると、ＮＯｘの排出
が多くなり、従って、機関の使用域すべてにおいて空燃
比をリーン側にすると、排出ガス規制を満足できなくな
るという問題点がある。Recently, there has been an increasing demand from users for not only reducing exhaust gas but also improving fuel efficiency. It is well known that when aiming to improve fuel efficiency in terms of air-fuel ratio, it is better to set the air-fuel ratio to be slightly leaner than the stoichiometric air-fuel ratio. However, from an exhaust perspective, if a lean air-fuel ratio is used, NOx emissions will increase. Therefore, if the air-fuel ratio is set to a lean side in all areas of use of the engine, there is a problem that exhaust gas regulations cannot be met. be.
本発明の目的は、上述の従来方法における問題点に鑑み
、一般的に、Ｈｅ、ＣＯ，ＮＯｘ等の有害な排気ガスの
排出度は機関の負荷が高いほど、すなわち高速走行時あ
るいは加速時はど大きく、他方、機関の負荷が低いほど
、すなわち低速走行時はど小さいことに着目し、高負荷
域では閉ループ制御を行って空燃比を理論空燃比に近づ
け、他方、低負荷域では開ループ制御を行って空燃比を
リーン側にずらし、これにより、排気ガスの大幅な悪化
を招くことなくしかも燃費も向上させることにある。The purpose of the present invention is to solve the above-mentioned problems in the conventional method, and generally, the higher the engine load, the higher the engine load, the lower the level of harmful exhaust gas emissions such as He, CO, and NOx. On the other hand, we focused on the fact that the lower the engine load, that is, when driving at low speeds, the smaller the air-fuel ratio.In the high load range, closed-loop control is performed to bring the air-fuel ratio closer to the stoichiometric air-fuel ratio, while in the low-load range, the air-fuel ratio is closed-loop control. The purpose is to shift the air-fuel ratio to the lean side through control, thereby improving fuel efficiency without causing a significant deterioration of exhaust gas.
本発明によれば、たとえば、基本燃料噴射時間が機関の
負荷を示す吸気管圧力にほぼ比例することを利用してい
る。つまり、基本燃料噴射時間の大きさに応じて閉ルー
プ制御（フィードバック制御）および開ループ制御（リ
ーンな空燃比制御）を切替えている。According to the present invention, for example, the fact that the basic fuel injection time is approximately proportional to the intake pipe pressure indicating the engine load is utilized. That is, closed loop control (feedback control) and open loop control (lean air-fuel ratio control) are switched depending on the size of the basic fuel injection time.
以下、図面により本発明の詳細な説明する。Hereinafter, the present invention will be explained in detail with reference to the drawings.
第１図は本発明に係る内燃機関の空燃比制御方法を実行
するための内燃機関の全体構成図である。FIG. 1 is an overall configuration diagram of an internal combustion engine for carrying out an air-fuel ratio control method for an internal combustion engine according to the present invention.
第１図において、１は自動車に搭載される公知の４サイ
クル火花点火式内燃機関であって、燃焼用空気がエアク
リーナ２、吸気管３、スロットルバルブ４等を経て吸入
される。２０は電磁式燃料噴射弁５を開弁作動させて燃
料を各気筒に供給制御する制御回路である。燃焼後の排
気ガスは排気マニホールド６、排気管７等を経て大気中
に放出される。吸気管３には、機関１に吸入される吸気
量を検出してこの吸気量に応じた大きさのアナログ電圧
を発生するボテンシ冒メータ式吸気量七ンサ８、および
このセンサ８の近傍の吸気の温度を検出して吸気温に応
じて抵抗１直が変化するサーミスタ式吸気温センサ９が
設けられている。また、機関１には、冷却水温を検出し
て冷却水温に応じて抵抗値が変化するサーミスタ式水温
センサ１０、および機関１のクランク軸の回転速度を検
出して回転速度に応じた周波数のパルス信号を発生する
回転速度（数）センサ１１が設けられている。この回転
速度センサ１１としては、だとえは点火コイルを用いて
点火コイルの一次側端子からの点火パルス（ｉ号を回転
速度浦号とすればよい。また、排気系には排気ガス中の
０２成分濃度に応じて検出信号を出力する公知の０２
センサ１２、および空燃比が理論空燃比時にＣＯ、ＨＣ
、ＮＯｘの３成分を同時に高い浄化率で浄化する三元触
媒装置１３が設けられている。制御回路２０は各センサ
８、・・・・、１２の検出信号にもとづいて燃料噴射量
を演算して電磁式燃料噴射弁５の開弁時間を制御するも
のであり、これにより、燃料噴射量が調整される。In FIG. 1, reference numeral 1 denotes a known four-stroke spark ignition internal combustion engine mounted on an automobile, in which combustion air is taken in through an air cleaner 2, an intake pipe 3, a throttle valve 4, and the like. A control circuit 20 opens the electromagnetic fuel injection valve 5 to control supply of fuel to each cylinder. The exhaust gas after combustion is released into the atmosphere through the exhaust manifold 6, exhaust pipe 7, etc. In the intake pipe 3, there is a potentiometer-type intake air amount sensor 8 that detects the amount of intake air taken into the engine 1 and generates an analog voltage corresponding to the amount of intake air, and an intake air sensor 8 near the sensor 8. A thermistor-type intake air temperature sensor 9 is provided, which detects the temperature of the engine and changes its resistance in accordance with the intake air temperature. In addition, the engine 1 includes a thermistor-type water temperature sensor 10 that detects the cooling water temperature and whose resistance value changes according to the cooling water temperature, and a thermistor-type water temperature sensor 10 that detects the rotational speed of the crankshaft of the engine 1 and pulses at a frequency corresponding to the rotational speed. A rotation speed (number) sensor 11 is provided which generates a signal. As this rotational speed sensor 11, an ignition coil is used, and the ignition pulse from the primary terminal of the ignition coil (i is the rotational speed ura). A known 02 that outputs a detection signal according to the concentration of the 02 component.
CO, HC when the sensor 12 and the air-fuel ratio are the stoichiometric air-fuel ratio.
A three-way catalyst device 13 is provided that simultaneously purifies the three components of NOx and NOx at a high purification rate. The control circuit 20 calculates the fuel injection amount based on the detection signals of the sensors 8, . . . , 12 and controls the opening time of the electromagnetic fuel injection valve 5. is adjusted.
第２図は第１図の制御回路２０の詳細なブロック回路図
である。第２図において、１００は燃料噴射−：を演算
するマイクロプロセッサ（以下、ＣＰＵとする）、１０
１は回転速度センサ１１からの検出信号より機関回転速
度をカウントする回転速度（数）カウンタである。回転
速度カウンタ１０１は回転速度センサ１１の出力によシ
機関１回転毎機関回転速度を測定し、その測定終了時に
割込み指令信号を割込み制御部１０２に送出する。FIG. 2 is a detailed block circuit diagram of the control circuit 20 of FIG. 1. In FIG. 2, 100 is a microprocessor (hereinafter referred to as CPU) that calculates fuel injection;
Reference numeral 1 denotes a rotation speed (number) counter that counts the engine rotation speed based on a detection signal from the rotation speed sensor 11. The rotational speed counter 101 measures the engine rotational speed for each rotation of the engine based on the output of the rotational speed sensor 11, and sends an interrupt command signal to the interrupt control section 102 when the measurement is completed.
この結果、割込み制御部１０２は前述の割込み指令信号
に応答して割込み信号をコモンバス１５０を介して発生
してＣＰＵ１００に燃料噴射量の演算を行う割込み処理
ルーチンを実行させる。１０３はスタータ（図示せず）
の作動をオン、オフするスタータスイッチ１４からのス
タータ信号等のディジタル信号をＣＰＵ１００に転送す
るディジタル入力ボート、１０４はアナログマルチプレ
クサおよびＡ−Ｄ変換器からなるアナログ入力ボートで
あって、吸気量センサ８、吸気温センサ９、冷却水温セ
ンサ１０および０２ センサ１２からの各検出信号をＡ
−Ｄ変換して順次、ＣＰＵ１ｏｏに読込ませる機能を有
する。なお、これら各ユニット１０１，１０２，１０３
，１０４の出力情報はコモンバス１５０を介してＣＰＵ
１００に転送される。１０５はキースイッチ１５を介し
てバッテリ１６に接続された電源回路、１０６は読椴り
および曹込み可能なランダムアクセスメモリ（以下、Ｒ
ＡＭとする）、１０７はプログラムあるいは各種の定数
等を予め記憶しておくだめの読出し専用メモリ（以下、
ＲＯＭとする）、１０８はレジスタおよびダウンカウン
タよりなる燃料噴射時間制御用カウンタである。このカ
ウンタ１０８はＣＰＵ１００で演算された電磁式燃料噴
射弁５の開弁時間すなわち燃料噴射量を表わすディジタ
ル１８号を実際の電磁式燃料噴射弁５の開弁時間を与え
るパルス時間幅のパルス信号に変換する。１０９は゛″
Ｍ磁式燃料噴射弁５を駆動する電力増幅部、１１０は経
過時間を測定してＣＰＵ１ｏｏに転送するタイマである
。As a result, the interrupt control unit 102 generates an interrupt signal via the common bus 150 in response to the above-mentioned interrupt command signal, and causes the CPU 100 to execute an interrupt processing routine for calculating the fuel injection amount. 103 is a starter (not shown)
104 is an analog input port consisting of an analog multiplexer and an A-D converter; , intake temperature sensor 9, cooling water temperature sensors 10 and 02, each detection signal from sensor 12 is A.
-D conversion and sequential reading into the CPU 1oo. In addition, each of these units 101, 102, 103
, 104 is sent to the CPU via the common bus 150.
Transferred to 100. 105 is a power supply circuit connected to the battery 16 via the key switch 15; 106 is a random access memory that can be read and programmed (hereinafter referred to as R
107 is a read-only memory (hereinafter referred to as AM) in which programs or various constants, etc. are stored in advance.
108 is a fuel injection time control counter consisting of a register and a down counter. This counter 108 converts the digital number 18 representing the opening time of the electromagnetic fuel injection valve 5 calculated by the CPU 100, that is, the fuel injection amount, into a pulse signal with a pulse time width giving the actual opening time of the electromagnetic fuel injection valve 5. Convert. 109 is ``''
The power amplification unit 110 that drives the M magnetic fuel injection valve 5 is a timer that measures the elapsed time and transfers it to the CPU 1oo.
第６図は第２図のＣＰＵ１００の動作を説明するだめの
流れ図である。第５図を、参照してＣＰ［Ｊｌｏｏの動
作を説明すると共に第１図の構成全体の作動をも説明す
る。FIG. 6 is a flowchart illustrating the operation of the CPU 100 in FIG. 2. The operation of CP[Jloo will be explained with reference to FIG. 5, and the operation of the entire configuration shown in FIG. 1 will also be explained.
ステップ１０００において、キースイッチ１５およびス
タータスイッチ１４がオンとなって機関１が始動すると
ステップ１０００にてメインルーチンの演算処理が開始
され、ステップ１００１において、初期化の処理が実行
され、ステップ１００２において、アナログ入力ボート
１０４からの冷却水温に応じたディジタル値が読込まれ
る。In step 1000, when the key switch 15 and starter switch 14 are turned on and the engine 1 is started, the main routine arithmetic processing is started in step 1000, initialization processing is executed in step 1001, and in step 1002, A digital value corresponding to the cooling water temperature is read from the analog input boat 104.
この結果、ステップ１００３において、燃料補正量が演
算され、その演算結果はＲＡＭ１０Ａに格納される。ス
テップ１００３が終了す乙と再びステップ１００２に戻
る。すなわち、通常、ＣＰＵ１００はステップ１００２
および１００３のメインルーチンの処理を制御プログラ
ムに従って繰返し実行する。他方、割込み制御部１０２
からの割込み信号がＣＰＵ１ｏｏへ入力されると、ＣＰ
Ｕ１００はステップ１００２．１００’３に示されるメ
インルーチンの処理中であっても直ちにその処理を中断
してステラ１７′１０１０の割込み処理ルーチンに移る
。As a result, in step 1003, the fuel correction amount is calculated, and the calculation result is stored in the RAM 10A. When step 1003 ends, the process returns to step 1002 again. That is, normally the CPU 100 performs step 1002.
The main routine processing at 1003 is repeatedly executed according to the control program. On the other hand, the interrupt control unit 102
When an interrupt signal from CPU1oo is input to CPU1oo, CPU
Even if U100 is processing the main routine shown in steps 1002 and 100'3, it immediately interrupts the processing and moves to the interrupt processing routine of Stella 17'1010.
以下、割込み処理ルーチンについて説明する。The interrupt processing routine will be explained below.
ステップ１０１１において、回転速度カウンタ１０１か
らの機関回転速度Ｎを表わす信号を取込ミ、次ニ、ステ
ップ１０１２において、アナログ入力ボート１０４から
吸気ｆＱを表わす信号を収込む。次に、ステップ１０１
３において、・機関回転速度Ｎと吸気ＩＱとから決定さ
れる基本的な燃料噴射量つまり基本噴射時間幅Ｔｐを計
算する。In step 1011, a signal representing the engine rotational speed N from the rotational speed counter 101 is received.Next, in step 1012, a signal representing the intake air fQ is received from the analog input board 104. Next, step 101
3, calculate the basic fuel injection amount, that is, the basic injection time width Tp determined from the engine rotational speed N and the intake IQ.
計算式は、 Ｔｐ＝Ｆ’Ｘ−＋ ただしＦ：定数、である。The calculation formula is Tp=F'X-+ However, F: constant.
次に、ステップ１０１４において、基本噴射時間Ｔｐの
直を判定値Ｔｐα と比較する。すなわち、Ｔｐ≧Ｔｐ
αであれば、高貢荷と判断して、ステップ１０１５に移
って閉ループ制御（フィードバック制御）を行い、他方
、’ｒｐ＜’ｒｐαであれば、低負荷と判断して、ステ
ップ１０１６に移って開ループＭＩＪ御すなわちリーン
な空燃比制御を行う。谷ステップ１０１５．１０１６に
おけるフィードバック空燃比補正量もしくはリーンであ
る空燃比補正道は、ステップ１０１７において、ＲＯＭ
１０７より読出される。この割込みルーチンは各噴射サ
イクル毎に行われる。Next, in step 1014, the basic injection time Tp is compared with the determination value Tpα. That is, Tp≧Tp
If α, it is determined that the load is high, and the process moves to step 1015, where closed-loop control (feedback control) is performed. On the other hand, if 'rp<'rpα, it is determined that the load is low, and the process moves to step 1016. Performs open-loop MIJ control, that is, lean air-fuel ratio control. The feedback air-fuel ratio correction amount or lean air-fuel ratio correction path at valley steps 1015 and 1016 is determined by the ROM in step 1017.
107. This interrupt routine is performed for each injection cycle.
第４図は一般的な仝燃比特注を示す図であって、横軸は
機関回転速度Ｎ１縦軸は吸気管内圧力ｐを示す。本発明
においては、マスフロ一方式の電子制御噴射制御袋１置
に訃いては、基本噴射時間Ｔｐが吸気管内圧力ｐにほぼ
比例することを利用［２ている。従って、第４図に訃け
る吸気管内圧力ｐは基本噴射時間Ｔｐと考えてよい（ｉ
Ｉｔ位は異なる）。FIG. 4 is a diagram showing a general custom-made fuel-fuel ratio, in which the horizontal axis shows the engine rotational speed N and the vertical axis shows the intake pipe pressure p. The present invention utilizes the fact that the basic injection time Tp is approximately proportional to the intake pipe internal pressure p when using a mass flow one-type electronically controlled injection control bag. Therefore, the intake pipe internal pressure p shown in FIG. 4 can be considered as the basic injection time Tp (i
It position is different).
−１股的には、機関回転速度Ｎにより体積効率が変化す
るために負荷特性は線形にならないが、負荷に対する噴
射時ｆｉｊ’ｌＴｐはほぼ比例している。すなわち、吸
気管内圧力ｐという値は機関の負荷を表わしているパラ
メータと考えてよい。従って、第４図に示すように、第
３図のステップ１０１４における高負荷、低負荷の判定
値Ｔｐαは機関回転速度Ｎに対してほぼ一定に設定され
る。なお、第４図において、■は閉ループ制御領域、■
は開ル−プｒｉｊｌＪ御領域を示す。-Firstly, the load characteristic is not linear because the volumetric efficiency changes depending on the engine rotational speed N, but the injection time fij'lTp is almost proportional to the load. That is, the value of the intake pipe internal pressure p can be considered as a parameter representing the engine load. Therefore, as shown in FIG. 4, the high load/low load determination value Tpα in step 1014 of FIG. 3 is set to be substantially constant with respect to the engine rotational speed N. In Fig. 4, ■ is the closed loop control region, and ■ is the closed loop control region.
indicates an open loop control area.
第５図は本発明に係る制御空燃比特性図である。FIG. 5 is a control air-fuel ratio characteristic diagram according to the present invention.
すなわち、基本噴射時間Ｔｐが判定値Ｔｐα以上である
場合には、制御される空気過剰率λは開ループ制御（フ
ィードバック制御）（／（よしほぼ１．！：なり、他方
、基本噴射時間Ｔｐ が判定値Ｔｐα未満の場合には、
制御空気過剰率λは開ループ制御されてリーン１）１１
１ 、たとえばλ： １．２ 、になろことを示してい
る。That is, when the basic injection time Tp is greater than or equal to the judgment value Tpα, the controlled excess air ratio λ becomes open-loop control (feedback control) (/(ok, almost 1.!); on the other hand, when the basic injection time Tp If it is less than the judgment value Tpα,
The controlled excess air ratio λ is controlled in an open loop to make it lean 1) 11
1, for example, λ: 1.2.
なお、上述の実施例においては、機関の負荷検出に基本
噴射時間す７′ｉ：わちパルス幅Ｔｐを用いたが、気化
器あるいはｊｕ子ｍす御１賢射を問わず、吸気。In the above embodiment, the basic injection time (i.e., the pulse width Tp) was used to detect the engine load, but the intake air can be used regardless of whether the carburetor or the fuel injection is being performed.
管圧力センサを吸気マニホールドに設け、その圧力セン
′リーの出力によって閉ループもしくは開ループｆｌｆ
Ｕ ＃と行っても同様の効果がル」待できる。また、他
の燃料噴射方法でも、圧力センサを有していれば、その
出力を利用でとる。A pipe pressure sensor is installed in the intake manifold, and depending on the output of the pressure sensor, it can be closed loop or open loop flf.
You can get the same effect by pressing U#. Also, in other fuel injection methods, if a pressure sensor is provided, its output can be used.
以上説明したように＋′発明、によれば、負荷の高低に
Ｌ−６じて閉ループ制御、ｊ開ループ制御を行っている
ので、排気ガスの大幅な悪化を招くことなく、燃・ｒ＆
を向上できる。As explained above, according to the +' invention, closed-loop control and open-loop control are performed for L-6 and J, depending on the load level, so the fuel, r&
can be improved.
第１図は本発明に係る内燃機関の空燃比制御方法を実行
するだめの内燃機関の全体構成図、第２図は第１図の制
御回路２Ｄの詳細なブロック回路図、第３図は第２図の
ＣＰＵ １ｏ ｏの動作を説明するだめの流れ図、第４
図は一般的な空燃比特性を示す図、第５図は本発明に係
る制御空燃比特性図である。
１：内燃、機関
２：エアクリーナ
３：吸気管
４：スロットルバルブ
５：燃料噴射弁
６：排気マニホールド
７：排気管
８：吸気温センサ
９：吸気温センサ
１０：水温センサ
１１：回転速度センサ
１２ ： ０２センサ
１３：３元触媒装置
２０：制御回路
１００：マイクロプロセッサ（ＣＰＵ）。
特許用１顆人
日本電装株式会社
トヨタ自動車工業株式会社
特許出願代理人
弁理士 青 木 朗
弁理士西舘和之
弁理士 山 口 昭 之
竿１ 面
栴３型FIG. 1 is an overall configuration diagram of an internal combustion engine for carrying out the air-fuel ratio control method for an internal combustion engine according to the present invention, FIG. 2 is a detailed block circuit diagram of the control circuit 2D shown in FIG. 1, and FIG. A flowchart explaining the operation of CPU 1o o in Figure 2, No. 4
The figure shows a general air-fuel ratio characteristic, and FIG. 5 is a control air-fuel ratio characteristic diagram according to the present invention. 1: Internal combustion, engine 2: Air cleaner 3: Intake pipe 4: Throttle valve 5: Fuel injection valve 6: Exhaust manifold 7: Exhaust pipe 8: Intake temperature sensor 9: Intake temperature sensor 10: Water temperature sensor 11: Rotational speed sensor 12: 02 sensor 13: three-way catalyst device 20: control circuit 100: microprocessor (CPU). Patent Application 1 Nippon Denso Co., Ltd. Toyota Motor Corporation Patent Agent Patent Attorney Akira Aoki Patent Attorney Kazuyuki Nishidate Patent Attorney Akira Yamaguchi Rod 1 Mensa Type 3
Claims (1)
された特定成分濃度に応じて空燃比を補正して該空燃比
が理論空燃比になるように閉ループ制御を行う内燃機関
の空燃比制御方法において、前記機関の負荷が高いとき
には前記閉ループ制御を行い、前記機関の負荷が低いと
きには前記空燃比をリーン側にずらす開ループ制御を行
うことを特徴とする内燃機関の空燃比制御方法。 入 前記機関の負荷の高低の判別を、運転状態パラメー
タにより演算される基本燃料噴射時間と所定の判定値と
の比較によって行う特許請求の範囲第１項に記載の空燃
比制御方法。[Claims] 1. Closed-loop control that detects the concentration of a specific component in engine exhaust gas and corrects the air-fuel ratio according to the detected concentration of the specific component so that the air-fuel ratio becomes the stoichiometric air-fuel ratio. In the air-fuel ratio control method for an internal combustion engine, the closed-loop control is performed when the engine load is high, and the open-loop control is performed to shift the air-fuel ratio toward a lean side when the engine load is low. Engine air-fuel ratio control method. 2. The air-fuel ratio control method according to claim 1, wherein the determination of whether the load on the engine is high or low is performed by comparing a basic fuel injection time calculated based on operating state parameters with a predetermined determination value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14775381A JPS5851240A (en) | 1981-09-21 | 1981-09-21 | Air-fuel ratio control method for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14775381A JPS5851240A (en) | 1981-09-21 | 1981-09-21 | Air-fuel ratio control method for internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5851240A true JPS5851240A (en) | 1983-03-25 |
Family
ID=15437366
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14775381A Pending JPS5851240A (en) | 1981-09-21 | 1981-09-21 | Air-fuel ratio control method for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5851240A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63184787A (en) * | 1987-01-28 | 1988-07-30 | 株式会社リコー | Character pattern generator |
| US5239965A (en) * | 1991-05-30 | 1993-08-31 | Toyota Jidosha Kabushiki Kaisha | Fuel injection control apparatus for internal combustion engine |
| KR100435637B1 (en) * | 1997-12-16 | 2004-09-04 | 현대자동차주식회사 | Air fuel ratio control method in vehicle mounted with lean burn engine to promote stable maintenance of working of engine |
-
1981
- 1981-09-21 JP JP14775381A patent/JPS5851240A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63184787A (en) * | 1987-01-28 | 1988-07-30 | 株式会社リコー | Character pattern generator |
| US5239965A (en) * | 1991-05-30 | 1993-08-31 | Toyota Jidosha Kabushiki Kaisha | Fuel injection control apparatus for internal combustion engine |
| KR100435637B1 (en) * | 1997-12-16 | 2004-09-04 | 현대자동차주식회사 | Air fuel ratio control method in vehicle mounted with lean burn engine to promote stable maintenance of working of engine |
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