JPS60162028A - Air fuel ratio controller for internal-combustion engine - Google Patents

Air fuel ratio controller for internal-combustion engine

Info

Publication number
JPS60162028A
JPS60162028A JP1687384A JP1687384A JPS60162028A JP S60162028 A JPS60162028 A JP S60162028A JP 1687384 A JP1687384 A JP 1687384A JP 1687384 A JP1687384 A JP 1687384A JP S60162028 A JPS60162028 A JP S60162028A
Authority
JP
Japan
Prior art keywords
engine
fuel ratio
air
starter
control device
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
Application number
JP1687384A
Other languages
Japanese (ja)
Inventor
Hiroki Wada
裕樹 和田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP1687384A priority Critical patent/JPS60162028A/en
Publication of JPS60162028A publication Critical patent/JPS60162028A/en
Pending legal-status Critical Current

Links

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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting

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

PURPOSE:To improve the engine startability, especially, startability at low temperature of an engine by detecting an accurate friction torque when the engine starts, so as to make optimum air fuel ratio control according to condition of the engine. CONSTITUTION:The value Is of starter current which flows through a starter motor 24 when an engine starts is detected to make control of both a fuel injection valve 6 and an idle speed control valve (called ISCV) according to the current Is. The air fuel ratio at the starting time of the engine can be therefore placed under the control of the starter current Is according to friction torque which is actually produced at the engine 1, whereby improving the startability of the engine 1. Since the engine 1 can be operated suitably, an ignition plug 3 has no possibility of misfire or the like and superior drivability can be obtained when compensatory fuel addition after the start of the engine is executed according to the starter current value. Especially, the drivability is enhanced more when the temperature of the engine is low.

Description

【発明の詳細な説明】 ［産業上の利用分野］ 本発明は内燃機関の空燃比制御装置に関し、特に内燃機
関始動時における空燃比を内燃機関状態に応じて制御し
、始動性を向上させる内燃機関の空燃比１ＩＩＩＩ御装
置に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an air-fuel ratio control device for an internal combustion engine, and more particularly, to an internal combustion This relates to an air-fuel ratio 1III control device for an engine.

［従来技術］ 従来、内燃機関（以下、エンジンともいう。）の″空燃
比制御装置においては、エンジン始動時の吸入空気間や
燃料量を、冷却水温及び吸入空気温に応じて制御するこ
とによってエンジン始動性の向上を図っていた。[Prior Art] Conventionally, an air-fuel ratio control device for an internal combustion engine (hereinafter also referred to as an engine) controls the intake air ratio and fuel amount at the time of engine startup by controlling the intake air ratio and fuel amount according to the cooling water temperature and intake air temperature. The aim was to improve engine startability.

これは冷却水温と吸入空気温とからめられるエンジン始
動時の摩擦トルク及び燃料の霧化の程度等に応じて空燃
比を制御し、始動性の向上を図ろうとしているのである
が、この内、実際にエンジンに生ずる摩擦トルクとして
は、エンジン各部クリアランスのばらつき、エンジンオ
イル、エンジンの停止時間等によっても変化され、特に
低温時においては大きく変化されることがら、単に吸入
空気温度とエンジン水温だ番プでは正確な摩擦トルクを
得ることができないといった問題があり、従来の空燃比
制御装置においてはエンジン始動時の最適な空燃比制御
を行なうことができなかった。This is an attempt to improve startability by controlling the air-fuel ratio according to the friction torque at engine startup, which is a combination of cooling water temperature and intake air temperature, and the degree of fuel atomization. The frictional torque actually generated in an engine varies depending on the clearance of each part of the engine, the engine oil, the engine stop time, etc., and it changes greatly especially at low temperatures, so it is simply a matter of intake air temperature and engine water temperature. There is a problem in that accurate friction torque cannot be obtained with a conventional air-fuel ratio control device, and it has not been possible to perform optimal air-fuel ratio control when starting the engine.

［発明の目的］ よって本発明は、エンジン始動時の正確な摩擦トルクを
検知でき、エンジン状態に応じた最適な空燃比制御を行
ない得る内燃機関の空燃比制ｅｌｆ装置を提供づること
ににつ−Ｃ１エンジンの始動性、特に低温時の始動性を
向上させることを目的としＣいる。[Object of the Invention] Therefore, an object of the present invention is to provide an air-fuel ratio control ELF device for an internal combustion engine that can accurately detect friction torque at engine startup and perform optimal air-fuel ratio control depending on the engine condition. -C1 The objective is to improve the startability of the engine, especially the startability at low temperatures.

［発明の構成］ かかる目的を達成−４る為になされた本発明の構成は、
第１図に示す如く、 内燃機関■に供給する燃料量を制＊ａｉる燃料制御装置
■と、吸入空気量を制御Ｊる吸入空気饋制ｔＩＩｌ装置
■とを備え、内燃機関１の運転状態に応じＣ空燃比を制
御する内燃機関の空燃比制御装置において、 当該内燃機関■の電動始動装置ＩＶに流れる電流の検出
装置Ｖと、 上記電動始動装置ＩＶの電流値に応じて下記燃わ１制御
装置■及び吸入空気量制御装置■を制御する制御手段Ｖ
ｌと、 を設けたことを特徴とづる内燃機関の空燃比制ｔｉｌ＋
装置を要旨としている。[Configuration of the Invention] The configuration of the present invention made to achieve the above object-4 is as follows:
As shown in FIG. 1, the internal combustion engine 1 is equipped with a fuel control device ■ which controls the amount of fuel supplied to the internal combustion engine ■ and an intake air control device ■ which controls the amount of intake air. In an air-fuel ratio control device for an internal combustion engine that controls an air-fuel ratio according to C, a detecting device V for a current flowing to an electric starter IV of the internal combustion engine; Control means V for controlling the control device ■ and the intake air amount control device ■
An air-fuel ratio control system for an internal combustion engine characterized by the following:
The gist is the device.

以下に本発明を、一実施例を挙げて図面と共に説明する
。The present invention will be explained below by giving an example and referring to the drawings.

［実施例１ まず第２図は本実施例の空燃比制御装置が搭載されたエ
ンジン及びその周辺装置を表ね−Ｊ　ｍ四国である。Embodiment 1 First, FIG. 2 shows an engine and its peripheral equipment equipped with the air-fuel ratio control device of this embodiment.

１はエンジン本体、２はビスＩ〜ン、３は点火１ラグ、
４は排気マニホールド、５は排気マニホールド４に備え
られ、排ガス中の残存酸素濃度を検出する酸素センサ、
６はエンジン本体１の吸入空気中に燃れ１を噴射づる燃
料噴剣弁、７は吸気マニホールド、８は吸気マニホール
ド７に備えられ、エンジン本体１に送られる吸入空気の
温度を検出する吸気温センサ、９はエンジン冷Ｎ１水の
水温を検出する水温ｔ＝ンリ、１０はス［１ツ１〜ルバ
ルブ、１１はスロットルバルブ１０に連動し、スロット
ルバルブ１０の聞麿に応じた信号を出力りるスＬｊット
ルポジションセンサ、１２Ｇよスロットルバルブ１０を
迂回する空気通路であるバイパス路、１３は後記覆る電
子制御回路からの制御信号に基づいて、バイパス路１２
の開口面積を制御するアイドルスピードコントロールバ
ルブ（以下単にｌ５ＣＶと呼ぶ）、１４は吸入空気量を
測定づるエアフローメータ、１５は吸入空気を浄化づる
エアクリーナをそれぞれ表わしている。1 is the engine body, 2 is the screw I~, 3 is the ignition lug,
4 is an exhaust manifold; 5 is an oxygen sensor provided in the exhaust manifold 4 to detect the residual oxygen concentration in the exhaust gas;
6 is a fuel injection valve that injects combustion 1 into the intake air of the engine body 1; 7 is an intake manifold; and 8 is an intake air temperature sensor provided in the intake manifold 7 and that detects the temperature of the intake air sent to the engine body 1. A sensor 9 detects the temperature of the engine cold N1 water, a water temperature t = temperature, 10 a valve, 11 is linked to the throttle valve 10, and outputs a signal according to the temperature of the throttle valve 10. 12G is a bypass passage which is an air passage that bypasses the throttle valve 10; 13 is a bypass passage 12 which is an air passage that bypasses the throttle valve 10;
An idle speed control valve (hereinafter simply referred to as 15CV) controls the opening area of the engine, 14 represents an air flow meter that measures the amount of intake air, and 15 represents an air cleaner that purifies the intake air.

又１６は点火に必要な高電圧を出力するイグナイタ、１
７は図示していないクランク軸に連動し上記イグナイタ
１６で発佳し１＝高電圧を各気筒の点火プラグ３に分配
供給づ−るディストリビュータ、１８はディストリビュ
ータ１７内に取り付番プられ、ディストリビュータ１７
の１回転、即ちクランク軸２回転に２４発のパルス信号
を出力する回転角センサ、１９はディストリ上ｌ−夕１
７の１回転に１発のパルス信号を出力する気筒判別セン
サ、２０は電子制御回路、２１はエンジン冷間時にスロ
ットルバルブを迂回して流れる空気の通路、即ちファー
ストアイドル用バイパス、２２はファーストアイドル用
バイパス路２１を通る空気量を制御するエアバルブをそ
れぞれ表わしている。Further, 16 is an igniter that outputs the high voltage necessary for ignition;
7 is a distributor that is linked to a crankshaft (not shown) and is generated by the igniter 16, and 1 distributes and supplies high voltage to the spark plugs 3 of each cylinder; 18 is a mounting number in the distributor 17; 17
19 is a rotation angle sensor that outputs 24 pulse signals for one revolution of the crankshaft, that is, two revolutions of the crankshaft.
7, a cylinder discrimination sensor that outputs one pulse signal per revolution; 20, an electronic control circuit; 21, a passage for air that bypasses the throttle valve when the engine is cold; 22, a first idle bypass; The air valves that control the amount of air passing through the bypass passage 21 are respectively shown.

更に２３はキースイッチ、２４はスタータモータ、２５
はスターターし一夕２４に流れる電流を検出するスター
タセン１すを表わし、キースイッチ２３の操作によって
スタータ七−夕２４を動作すると、スタータモータ２４
の回転軸に設けられたビニオン２６と図示しないフライ
ホイールの外周に嵌入されたリンクギヤとが噛合され、
エンジン１が始動されることとなる。そしてこのスター
ターモータ２４に流れる電流Ｉｓ（以下、スタータ電流
値という。）は第３図に承り如く、エンジン１に生ずる
摩擦トルク１に応じて変化づることがらスタータセンサ
２５によって摩擦１−ルクに応じた信号が検出できるよ
うにづる。Furthermore, 23 is a key switch, 24 is a starter motor, 25
indicates a starter sensor 1 that detects the current flowing through the starter motor 24. When the starter sensor 24 is operated by operating the key switch 23, the starter motor 24 is activated.
A pinion 26 provided on the rotating shaft of the rotor is engaged with a link gear fitted into the outer periphery of a flywheel (not shown),
Engine 1 will be started. As shown in FIG. 3, the current Is flowing through the starter motor 24 (hereinafter referred to as starter current value) changes according to the friction torque 1 generated in the engine 1. so that the signal can be detected.

次に第４図は電子制御回路２０のブロック図を表わして
いる。Next, FIG. 4 shows a block diagram of the electronic control circuit 20.

３０は各センサより出力されるデータを制御プログラム
に従って入力、及び演１−＝ｌると共に、１ＳＣＶ１３
等の各種装置を作動制ｔｉｌｌ　’８　’ｌるための処
理を行うセントラルプロセシングユニット〈以下単にＣ
ＰＵと呼ぶ）、３１は前記制御プログラム及び初期デー
タが格納されるリードオンリメモリ（以下単にＲＯＭと
呼ぶ、）、３２は電子制御回路２０に入力されるデータ
や演幹ｖ制御に必要なデータが一時的に読み出きされる
ランダムアクセスメ七り（以下単にＲＡＭと呼ぶ）、３
３はキースイッチ２３がオフされても以後のエンジン作
動に必要なデータを保持づるにう、バッテリによってバ
ックアップされたバックアップランダムアクセスメしり
（以下単にバックアップＲＡＭと呼ぶ）、３４は図示し
ていない入力ポートや必要に応じて設りられる波形整形
回路、各センサの出力信号をＣＰＵ３０に選択的に出力
するマルチプレクサ、アナログ信号をデジタル信号に変
換するＡ／Ｄ変換器、等が備えられた入力部をそれぞれ
表わしている。３５は図示していない入力ポート等の他
に出力ボートが設けられその他必要に応じてｌ５ＣＶ１
３等をＣＰｔＪ３０の１１３号に従って駆動する駆動回
路等が備えられた入・出力部、３６は、ＣＰＵ３０、Ｒ
ＯＭ３１等の各素子及び入力部３４人・出力部３５を結
び各データが送られるパスラインをそれぞれ表わしてい
る。30 inputs the data output from each sensor according to the control program, and 1SCV13
A central processing unit (hereinafter simply referred to as C) that performs processing to control the operation of various devices such as
31 is a read-only memory (hereinafter simply referred to as ROM) in which the control program and initial data are stored; 32 is a read-only memory (hereinafter simply referred to as ROM) in which the control program and initial data are stored; and 32 is a read-only memory (hereinafter simply referred to as ROM) in which the control program and initial data are stored; Temporarily read random access memory (hereinafter simply referred to as RAM), 3
3 is a backup random access memory backed up by a battery (hereinafter simply referred to as backup RAM) to retain data necessary for subsequent engine operation even when the key switch 23 is turned off; 34 is an input not shown; The input section is equipped with ports, a waveform shaping circuit installed as necessary, a multiplexer that selectively outputs the output signals of each sensor to the CPU 30, an A/D converter that converts analog signals to digital signals, etc. each represents. 35 is provided with an output port in addition to an input port (not shown), and other ports 15CV1 are provided as necessary.
The input/output section 36 is equipped with a drive circuit etc. that drives the CPU 30, R etc. in accordance with No. 113 of CPtJ30.
The path lines connecting each element such as the OM 31, the input section 34, and the output section 35 and through which each data is sent are respectively shown.

このような構成からなる電子制御回路２０においては、
上述の各レン勺からの信号を取り込み、それらの信号に
基づきめられるエンジン１の運転状態に応じて、燃料噴
射ｍ、吸入空気用、点火時期等を制御する処理がなされ
、エンジン１を常時最適な状態で運転できるようにされ
でいるのであるが、次に本発明にかかわる主要な処理で
あるエンジン始動時におりる空燃比制御について第５図
に示す制御プログラムに沿って説明する。In the electronic control circuit 20 having such a configuration,
The signals from each of the above-mentioned sensors are taken in, and processing is performed to control fuel injection, intake air, ignition timing, etc. according to the operating state of the engine 1 based on these signals, so that the engine 1 is always optimized. Next, the air-fuel ratio control that occurs when starting the engine, which is the main process related to the present invention, will be explained in accordance with the control program shown in FIG.

第５図に示す如くまずステップ１０１にてエンジン１が
始動時であるか否か、′つまりスタータモータ２４が作
動中か否かが判定される。この処理としてはキースイッ
チ２３から出力された信号に基づき実行Ｊることができ
、］−ンジン１が始動中である場合には、続くステップ
１０２に移行してスターセンサ２５の検出信号からスタ
ータモータ２４に流れたスタータ電流値［Ｓを検出づる
処理が実行される。As shown in FIG. 5, first, in step 101, it is determined whether the engine 1 is starting or not, that is, whether the starter motor 24 is in operation. This process can be executed based on the signal output from the key switch 23. If the engine 1 is starting, the process moves to the following step 102, and the starter motor is detected based on the detection signal of the star sensor 25. The process of detecting the value of the starter current [S flowing through 24 is executed.

ステップ１０２にてスタータ電流１１ｓが検出されると
、続くステップ１０３においてこのスター電流値１ｓを
パラメータとした、例えば第６図に示す如きマツプ、あ
るいは品１綽式から吸入空気量Ｑが算出され、次ステツ
プ１０４にでこの吸入空気ｆｉＱに応じたｌ５ＣＶ１３
のバルブ開度がマツプあるいは計算式を用いて決定され
る。When the starter current 11s is detected in step 102, the intake air amount Q is calculated in the following step 103 from a map as shown in FIG. In the next step 104, l5CV13 according to this intake air fiQ is
The valve opening is determined using a map or calculation formula.

続くステップ１０５においては上記ステップ１０２にて
検出されたスタータ電流値ｉｓを基に、上記吸入空気量
と同様スターク電流値１ｓをパラメータとした、例えば
第７図に示す如きマツプ、あるいは計算式から、燃料噴
射ｍτを算出する処理がなされ、次ステツプ１０６にて
この燃料噴射■τに応じた燃料噴射弁６の量弁時間が決
定される。In the subsequent step 105, based on the starter current value is detected in the step 102, a map or a calculation formula as shown in FIG. A process for calculating the fuel injection mτ is performed, and in the next step 106, the amount valve time of the fuel injection valve 6 corresponding to the fuel injection mτ is determined.

以上のステップ１０１ないしステップ１０６の一連の処
理は、エンジン始動時においてくり返し実行されるもの
であり、ステップ１０４及びステップ１０６にてめられ
たバルブ開度および開弁時間に応じてｌ５ＣＶ１３及び
燃料噴射弁６が駆動されるようになる。そして、ステッ
プ１０１にてエンジン始動時でない旨判断されると図示
しないメインルーチンへ移行し、上記スタータセンサ２
５以外のセンサからの信号に基づき燃料噴射量等を算出
する処理がなされることとなる。尚、エンジン始動後、
エンジンが定常運転になるまでの間は、メインルーチン
にてエンジン回転数やスロットルバルブ１０の開度等か
らめられる燃料噴射量を、Ｆ記ステップ１０２にて検出
したスタータ電流値１ｓにより補正増量したり、ｌ５Ｃ
Ｖ１３のバルブ開度を制御するようにしてもよい。The series of processes from step 101 to step 106 described above is repeatedly executed when the engine is started, and the l5CV13 and fuel injection valve are 6 will now be driven. When it is determined in step 101 that the engine is not starting, the process moves to a main routine (not shown), and the starter sensor 2
Processing for calculating the fuel injection amount and the like will be performed based on signals from sensors other than sensor 5. Furthermore, after starting the engine,
Until the engine reaches steady operation, the fuel injection amount determined from the engine speed, the opening degree of the throttle valve 10, etc. is corrected and increased in the main routine using the starter current value 1s detected in step 102 of F. , l5C
The valve opening degree of V13 may be controlled.

このＪ：うに本実施例においては、エンジン始動時にス
タータモータ２４に流れるスタータ電流値り、ｓを検知
して、このスタータ電流値Ｊｓに応じて燃料噴射弁６や
ｌ５ＣＶ１３を制御するようにしている。従って、スタ
ータ電流ｆ＋ｌＶ　Ｉ　ｓにより、エンジン始動時の空
燃比を実際にエンジン１に生ずる摩擦トルクに応じて制
御１１７することがでさ、エンジン１の始動性を向上ｙ
ることができるようになる。またエンジン１を最適に運
転覆ることができるので点火プラグ３の失火等が生ずる
こともなく、エンジン始動後の補正地部もこのスタータ
電流値に応じて実行づれば優れたドライバビリティを得
ることもできるようになる。In this embodiment, the starter current value, s, flowing through the starter motor 24 when the engine is started is detected, and the fuel injection valve 6 and l5CV13 are controlled according to this starter current value Js. . Therefore, by using the starter current f+lV I s, the air-fuel ratio at the time of engine starting can be controlled 117 according to the friction torque actually generated in the engine 1, thereby improving the startability of the engine 1.
You will be able to In addition, since the engine 1 can be operated optimally, misfires of the spark plug 3 will not occur, and excellent drivability can be obtained if the correction after engine startup is performed according to this starter current value. It becomes like this.

尚、本実施例において前述の燃料制御装置■としては燃
料噴射弁６が、吸入空気量！１３９１１装置■としては
［５ＣＶ１３が、電動始動装置ＩＶとしてはスタータモ
ー夕２４が、検出装置Ｖとしてはスタータセンサ２５が
、制御手段Ｖｌとしては電子制御回路２０にて実行され
るステップ１０１ないしステップ１０６の一連の処理が
それぞれ相当づる。Incidentally, in this embodiment, the fuel injection valve 6 is used as the above-mentioned fuel control device (2) to control the intake air amount! The 13911 device (■) is [5CV13], the electric starter IV is the starter motor 24, the detection device V is the starter sensor 25, and the control means Vl is the step 101 to step 106 executed by the electronic control circuit 20. Each series of processing corresponds to one another.

［発明の効果］ 以上詳述したように、本発明の内燃機関の空燃比制御装
置においては、内燃機関の電動始動装置に流れる電流を
検出する検出装置を備え、その検出された電流値に応じ
て燃料制御装置及び吸入空気量制御ｌｌ装置を制御する
ようにしている。従ってこの空燃比制御装置によれば始
動時に実際に生ずる内燃機関の摩擦トルクを検知するこ
とができ、吸入空気Ｍや燃料量を内燃機関の状態に応じ
た最適な値に制御°することができることから、内燃機
関の始動性が向上でき、史には点火プラグの失火防止や
ドライバビリティの改善等し図ることができる。[Effects of the Invention] As described in detail above, the air-fuel ratio control device for an internal combustion engine of the present invention includes a detection device that detects the current flowing in the electric starter of the internal combustion engine, and controls the air-fuel ratio according to the detected current value. The fuel control device and the intake air amount control device are controlled by the control unit. Therefore, this air-fuel ratio control device can detect the friction torque of the internal combustion engine that actually occurs during startup, and can control the intake air M and the amount of fuel to optimal values depending on the state of the internal combustion engine. As a result, the startability of the internal combustion engine can be improved, and it is also possible to prevent spark plug misfires and improve drivability.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明の構成を示タブロック図、第２図ないし
第７図は本発明の実施例を示し、第２図は本実施例の空
燃比制１１１１装置が搭載されたエンジン及びその周辺
装置を表わす概略系統図、第３図はスタータ電流値Ｉｓ
とエンジンの摩擦トルクＴとの関係を示す線図、第４図
は電子制御回路２０の構成を表わづブロック図、第５図
は電子制御回路２０にて実行される本発明にかかる主要
な制御ブＬ１グラムを表わすフロニチ１Ｆ−ト、第６図
及び第７図はスタータ電流値ＩＳ＠ｌｋｉに吸入空気ｆ
ｆ１Ｑ、あるいは燃料噴射間τをめる際に用いられるマ
ツプを表ねづ線図である。 １・・・エンジン ６・・・燃料噴射弁 １３・・・アイドルスピードニ】ントロールバルブ（ｒ
ｓｃＶ） ２０・・・電子＄り御回路 ２４・・・スタータモータ ２５・・・スタータセンサ 代理人　弁理士　定立　勉 はか１名 第１図 ！ Ｊ゛ 第５図 第６図 ｓ 第７図Fig. 1 is a block diagram showing the configuration of the present invention, Figs. 2 to 7 show embodiments of the invention, and Fig. 2 shows an engine equipped with the air-fuel ratio control 1111 device of this embodiment and its A schematic system diagram showing peripheral devices, Figure 3 shows the starter current value Is
FIG. 4 is a block diagram showing the configuration of the electronic control circuit 20, and FIG. Figs. 6 and 7 show the control block L1 graph when the intake air f is changed to the starter current value IS@lki.
It is a diagram showing a map used when determining f1Q or fuel injection interval τ. 1...Engine 6...Fuel injection valve 13...Idle speed control valve (r
scV) 20...Electronic $ control circuit 24...Starter motor 25...Starter sensor representative Patent attorney Tsutomu Seitachi Figure 1! J゛Figure 5Figure 6s Figure 7

Claims (1)

【特許請求の範囲】 内燃機関に供給する燃料量を制御する燃゛料１１ｉ１Ｊ
ＩＩｌ装置と、吸入空気社を制御する吸入空気量制御装
置とを備え、内燃機関の運転状態に応じて空燃比を制御
する内燃機関の空燃比制御装置において、当該内燃機関
の電動始動装置に流れる電流の検出装置と、 上記電動始動装置の電流値に応じて上記燃料制御装置及
び吸入空気量制御装置を制御する制御手段と、 を設けたことを特徴とづる内燃機関の空燃比制御装置。[Claims] Fuel 11i1J that controls the amount of fuel supplied to an internal combustion engine
In an air-fuel ratio control device for an internal combustion engine, the air-fuel ratio control device includes an intake air amount control device that controls an intake air amount control device and an intake air amount control device that controls an air-fuel ratio according to the operating state of the internal combustion engine. An air-fuel ratio control device for an internal combustion engine, comprising: a current detection device; and a control means for controlling the fuel control device and the intake air amount control device according to the current value of the electric starter.
JP1687384A 1984-01-31 1984-01-31 Air fuel ratio controller for internal-combustion engine Pending JPS60162028A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1687384A JPS60162028A (en) 1984-01-31 1984-01-31 Air fuel ratio controller for internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1687384A JPS60162028A (en) 1984-01-31 1984-01-31 Air fuel ratio controller for internal-combustion engine

Publications (1)

Publication Number Publication Date
JPS60162028A true JPS60162028A (en) 1985-08-23

Family

ID=11928305

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1687384A Pending JPS60162028A (en) 1984-01-31 1984-01-31 Air fuel ratio controller for internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS60162028A (en)

Similar Documents

Publication Publication Date Title
US5881552A (en) Control system for internal combustion engines and control system for vehicles
JPH0141823B2 (en)
JP2000310144A (en) Control device for internal combustion engine
JP3191676B2 (en) Ignition timing control device for internal combustion engine
JPS6357852A (en) Control device for internal combustion engine
JPS61185642A (en) Fuel injection timing controller for internal-combustion engine
JPS60162028A (en) Air fuel ratio controller for internal-combustion engine
JP2000291467A (en) Controller for internal combustion engine
JPH0720361Y2 (en) Idle adjusting device for internal combustion engine
JPS61205377A (en) Ignition timing controlling method in internal-combustion engine
JP2749138B2 (en) Combustion abnormality detection device for internal combustion engine
JPS6165046A (en) Method of controlling idle rotational speed of internal-combustion engine
JPS61155638A (en) Method for controling idle rotating number
JPS6065279A (en) Ignition-timing controller on starting of internal- combustion engine
JPS611544A (en) Accelerating slip detecting method in vehicles
JP3236009B2 (en) Engine control device for internal combustion engine
JPS6371539A (en) Controller for internal combustion engine
JPS6032974A (en) Ignition timing control method
JPS61190146A (en) Fuel injection controller of internal-combustion engine
JPS60209644A (en) Fuel injection control device for internal-combustion engine
JPS61215428A (en) Electronic fuel injection controller
JPH03279677A (en) Ignition timing control device for internal combustion engine
JPS63176637A (en) Control of fuel injection quantity of internal combustion engine
JPH0799108B2 (en) Fuel injection control method for internal combustion engine
JPS6210433A (en) Control method for idle speed in internal-combustion engine