JPS60190627A - Control method for air-fuel ratio of variable suction swirl system internal-combustion engine - Google Patents

Abstract

PURPOSE:To prevent the occurrence of failure in ignition, by a method wherein, in an internal combustion engine equipped with a suction negative pressure- operated varying swirl system, when the negative pressure of a suction pipe is below a given value, a fuel amount is increased. CONSTITUTION:From the number Ne of revolutions of an engine read in a step 1 and a pressure P of a suction pipe read in a step 2, a reference injection amount TAUb is determined in a step 3. In a step 5, it is decided whether the opening of a throttle read in a step 4 is brought to an operation range in which suction swirl takes place. In a step 6, a plug F, which indicates that swirl is not effected, is set. Since a valve for controlling swirl can not be operated when the negative pressure of the suction pipe is below a given value, a device is formed so as to protect against swirl when the negative pressure of the suction pipe is below the set value, and a fuel amount is increased. This prevents the occurrence of a failure in ignition.

Description

【発明の詳細な説明】 ｐン輩Ｉの利月１分甲Ｉ 本発明は、自動車等の車輌に用いられるｉｉＪ変吸気ス
ワールｈ式の内燃機関の空燃比制御方法に係り、更に詳
細には吸気管負圧により作動する駆動手段によって開閉
される吸気制御Ｉｆｔを有する可変吸気スワール方式の
内燃機関の空燃比制御方法（・３係る。[Detailed Description of the Invention] The present invention relates to an air-fuel ratio control method for a IIJ variable intake swirl H type internal combustion engine used in vehicles such as automobiles. Air-fuel ratio control method for a variable intake swirl internal combustion engine having intake control Ift that is opened and closed by a drive means operated by intake pipe negative pressure (Regarding 3).

発明の背景 内燃機関に用いられるｉ＋Ｊ変吸気スツール１５　Ｊｉ
：の吸気ボート構造の一つとしく、燃焼室ｌ＼の間１１
端の周りにｈた回したヘリカル通路と前記間［１喘のｉ
白線状に通ずるス（ヘリカル通路とを有し、前ｒｉ＋４
スｉ〜レー１−通路の途中に該ストレー１へ通路を開閉
りる吸気制御弁が設（］られている吸気ボー（・構造か
本願出願人ど同一の出願人による特願昭５　６−５　１
１／ＩＩ”４（特開１１ｉ（　５　７−１　６　５　６
　２≦）号）及び特願ＩＩ！１５６ー１２０６３４シ号
Ｓ（４’ｒｌ川１１！イＥ５８−２．”３２２４号）に
メ六−（既レニ１足案されており、この棒の１岐気ボー
１〜構造を備えた内燃機関に於Ｃは、吸気制御弁により
ストレート通路が閉じられ（いる時（二は、吸気（混合
気）の全一Ｃがヘリカル通路を流れ（燃焼室内に流入づ
ることにより燃焼室内に強力な吸気スツールが生じ、こ
れによって燃焼室内［３於（Ｊる兇ＩＩ）　ＩＪ　Ｊ−
の火炎伝播速度が速まり、燃焼）＊１良が速＜　＜＞　
−）　Ｃｍ薄混合気による運転が可能に４１つ、これに
λ・１し吸気制御弁によりストレー１−通路が間かれ（
いる■Ｎにトし、吸気がヘリカル通路に加えＣス１ヘレ
ー１−通路を流れで燃焼室内に流入りることにより燃焼
室内に強）Ｊ＜ｉ吸気スワールが生じ＜’Ｋ　りなるが
、吸気ポートの吸気流に対りる流れ１１（抗が低トし、
内燃機関の充填効率が低下づることが回避される。従っ
（−１−）ｒＢの川さ°吸気ポー１−措造′Ｉ：ｌＮり
る内燃機関に於ては、低角ｒ４運転域に於（【９１．吸
気制御Ｉ＋弁が閉弁し、高ｉ荷運転域（ｌ於（は吸気制
御弁が開弁りろＪ、）（−１での吸気制御弁の開閉がＩ
ＩＩＩＩｌｌｌさ１′しることにより低負荷運転１鏡に
於（はこの詩の耐人司燃空燃比に近い空燃比′Ｃある２
２・−１Ｆ３程度の空燃比の稀薄混合気にＪ、る運転が
可能に／ｉす、高ｉ前運転域に於て（よ上）本の如き人
８い空燃比の稀薄混合気による運転は不可０しになるが
、充填効率がＩＩ（’Ｆ　”ｌることが回避され、大き
い機関出力が得られる。Background of the invention i+J variable intake stool 15 Ji used in internal combustion engines
: As one of the intake boat structures, between the combustion chambers 11
Between the helical passage turned around the end and the
It has a space (helical passage) that communicates in the form of a white line, and the front ri + 4
An intake control valve for opening and closing the passage to the Stray 1 is installed in the middle of the Stray 1 passage. 5 1
1/II”4 (Unexamined Japanese Patent Publication No. 11i (5 7-1 6 5 6
2≦)) and patent application II! 156-120634S (4'rl River 11!IE58-2."3224) has a Meroku (one pair of Reni has already been proposed, and an internal combustion engine with the structure of this rod In the engine, when the straight passage is closed by the intake control valve, all of the intake air (mixture) flows through the helical passage (flowing into the combustion chamber, creating a strong intake air inside the combustion chamber). A stool is formed, which allows the combustion chamber to move into the combustion chamber.
The flame propagation speed of
-) It is possible to operate with a Cm lean mixture, and the stray 1-passage is spaced by the λ・1 intake control valve (
When the intake air flows into the combustion chamber through the helical passage and the Cs 1 Heley 1 passage, a strong intake swirl is generated in the combustion chamber. Flow 11 (resistance is low,
A reduction in the charging efficiency of the internal combustion engine is avoided. Therefore, in an internal combustion engine with (-1-)rB river angle, intake port 1-measurement 'I:lN, in the low-angle r4 operating range ([91. Intake control I+ valve closes, High i load operating range
IIIllll 1'By knowing that in low load operation 1, the air-fuel ratio'C is close to the fuel-air-fuel ratio in this poem.2
It is possible to operate with a lean mixture with an air-fuel ratio of about 2.-1F3, and in the high-I pre-operation range (even above), it is possible to operate with a lean mixture with an air-fuel ratio as high as 8. Although it becomes impossible, the charging efficiency is prevented from falling to II('F ''l), and a large engine output can be obtained.

この１ｃめ吸気制御弁が開弁している低９１　Ａ運転域
に於ては吸気制御弁が閉弁している時に於ける最大可燃
空燃比、即らリーン側の失火限Ｗ空燃比に近い空燃比の
混合気を内燃（段間に供給し、吸気制御弁が開弁してい
る烏負伺運転域に於ては失火の発生を回避して人出力が
得られるにうに低（１問運転域に於１］る空燃比に比し
て小さい空燃比のＵ合気を内燃機関に供給することが既
に提案され（いる。In this low 91A operating range where the 1c intake control valve is open, the maximum flammable air-fuel ratio when the intake control valve is closed is close to the misfire limit W air-fuel ratio on the lean side. The air-fuel ratio mixture is supplied to internal combustion (between the stages), and in the operating range where the intake control valve is open, the air-fuel ratio is low enough to avoid misfires and obtain human output (1 question). It has already been proposed to supply an internal combustion engine with U-air gas having an air-fuel ratio smaller than the air-fuel ratio in the operating range.

上述の如き吸気制御弁の開閉駆動は、一般に、内燃機関
の吸気系より取出４ことが′Ｃさる吸気管１１圧により
作動りるタイ曳７ノラム装置の如き駆動手段←こより行
われるよ“）になつ（おり、この駆動手段は、多くのＳ
合、吸気制御弁を閉じる必要がある低負荷運転時には高
匂荷運転時に比しく機関吸気系より十分な吸気管ｔＪ　
［（が得られることに着目して所定値以上の吸気管負圧
を供給されでいる時には前記吸気制御弁を開弁さｌ所定
値以上の吸気管負圧を供給されていない時には前記吸気
制御弁を開弁させるようになつＣいる。The above-mentioned opening/closing drive of the intake control valve is generally performed by a driving means such as a tie-pulling device operated by the intake pipe 11 pressure taken out from the intake system of the internal combustion engine. This drive means is used by many S
During low-load operation, when the intake control valve must be closed, the intake pipe tJ is more sufficient than during high-odor load operation.
Focusing on the fact that [( is obtained, the intake control valve is opened when intake pipe negative pressure equal to or higher than a predetermined value is supplied, and the intake control valve is opened when intake pipe negative pressure equal to or higher than a predetermined value is not supplied. It will cause the valve to open.

しかし、−上述の如き駆動手段によって前記吸気制御Ｍ
＋弁が開閉駆動される場合にはアクセルペダルの踏込み
が少し減少されて機関吸気系のスロットルバルジが少り
、閉〕「シ、＾角筒運転域より低負荷運転時へ移行した
時には内燃機関に供給される混合気の空燃比が機関負？
市の減少に応じて増大されているにも拘らず、前記所定
値の吸気管負ｌ［が１りｒうれイ°、１１１１　Ｉう吸
気制御弁を閉弁させるに必要な吸気管０Ｉｔが（りられ
１゛、このために吸気制御弁が閉弁ぐさｆ、この結果、
吸気制御弁が閉弁しＣいる時に於（Ｊる最大空燃比に近
い空燃比の混合気が内燃機関に１１１、給され〔いる時
に吸気制御弁がまだ開弁しくいるという状態がりし、こ
の時には内燃機関は失火を生じ、運転性能をｈしく低Ｆ
ｉする。However, - the intake control M by the driving means as described above;
＋When the valve is driven to open and close, the pressure on the accelerator pedal is slightly reduced, the throttle bulge in the engine intake system is reduced, and the engine intake system closes. Is the air-fuel ratio of the mixture supplied to the engine negative?
Although the intake pipe negative l[ of the predetermined value is 1r, the intake pipe 0It required to close the intake control valve is ( Therefore, the intake control valve is closed f, and as a result,
When the intake control valve is closed and the air-fuel mixture with an air-fuel ratio close to the maximum air-fuel ratio is being supplied to the internal combustion engine, the intake control valve is still open. Sometimes internal combustion engines will misfire, reducing operating performance and causing low F.
i do

発明の目的 本発明は、吸気制御弁を閉弁さＶるに必＠な吸気管ｎル
が冑られない時には他の全ての制御糸ｆ１に凌駕しで稀
Ｒｔ１Ｍ含気を内燃機関に供給りることをＭ　、＋Ｌ、
　Ｉ、、この時には吸気制御弁が閉じられないことによ
っＣ内燃機関が失火を生じないように稀薄燃焼運転域ぐ
あっ（もイの稀薄燃焼運転域に於ける最適空燃比より小
さい空燃比のｔｌ’！合気を内燃機関へ供給づることが
Ｃきる空燃比制御方法を提供することを目的としＣいる
。Purpose of the Invention The present invention provides a method for supplying rare Rt1M air to an internal combustion engine by overriding all other control threads f1 when the intake pipe n, which is necessary to close the intake control valve, is not satisfied. M, +L,
At this time, in order to prevent the internal combustion engine from misfiring due to the intake control valve not being closed, the air-fuel ratio is lower than the optimum air-fuel ratio in the lean-burn operating range. The purpose of this invention is to provide an air-fuel ratio control method that can supply air-fuel to an internal combustion engine.

発明の構成 かかる目的は、本発明によれば、上述の如き構造の吸気
ボー［−構造と［述の如き吸気管負圧作動式の駆動手段
を有づる可変吸気スワール方式の内燃機関の空燃比制御
方法に於（、吸気管ｉ（１を検出し、該吸気管負圧がｎ
ＦＪ記所定（ぽ１に′４１　ｆ：：ない１時には内燃機
関へ供給づる燃料を増量づることを特徴どづる空燃比制
御方法によ−）で達成される。According to the present invention, an air-fuel ratio of a variable intake swirl type internal combustion engine having an intake bow structure as described above and a driving means operated by negative pressure in the intake pipe as described above is obtained. In the control method, when the intake pipe i(1 is detected and the intake pipe negative pressure is n
This is achieved by the air-fuel ratio control method characterized by increasing the amount of fuel supplied to the internal combustion engine at 1 o'clock at 1 o'clock.

発明の効果 上述の如き本発明による内燃機関の空燃比制御方法によ
れば、吸気筐口１１が前記所定値に満たない時、即ら吸
気制御弁を閉弁させるに必要な吸気管負圧が得られない
時には内燃機関へ供給りる燃Ｉｌｌが増量されるから、
本来は吸気制御弁が閉弁りる運転域に於て吸気管負圧の
不足によ−）（吸気制御ｆｆが閉弁でさずに開弁してい
る時に、この状態の時には内燃機関が失火を生じる如き
大きい空燃Ｉｔ、　（１）稀ｉｔ？ｆｆｆ１合気が内燃
機関へ供給されることが回避ｅトれ、吸気管負）ｆの不
足によつ（吸気１ｂＩＪ御弁が閉弁Ｃき４工い時に内燃
機関が失火しくその運転性能が低トすることか回避され
る。Effects of the Invention According to the air-fuel ratio control method for an internal combustion engine according to the present invention as described above, when the intake casing 11 is less than the predetermined value, that is, the intake pipe negative pressure necessary to close the intake control valve is When this is not possible, the amount of fuel supplied to the internal combustion engine is increased.
(Due to lack of negative pressure in the intake pipe in the operating range where the intake control valve is normally closed) (When the intake control ff is open instead of closed, in this state the internal combustion engine If there is a large amount of air/fuel It that would cause a misfire, (1) In rare cases, the supply of air to the internal combustion engine may be avoided due to a lack of f (intake pipe negative) (intake 1b IJ control valve closes) This prevents the internal combustion engine from misfiring and deteriorating its operating performance when the engine is in the fourth position.

′Ｊミ施例の説明 以上に添付の図４参照して本発明を実施例についＣ１１
ＴＩ！Ｉｌに説明りる。'C11 The present invention will be described as an embodiment with reference to the attached FIG. 4 above.
TI! I will explain it to Il.

第１図は本発明にＪ、る空燃比制御方法が実施される吸
気ｎＪ変スワールｌｒｉ式の内燃）穴明の一つの実施例
を示（）（いる。図に於（，１は内燃機関本体を示しＵ
　Ａｊす、該内燃機関本体は、シリンダ１［］ツク２ど
シリングヘッド３３とシリンダブロック２のシリングボ
ア１内に設けられたピストン５とを（１し、吸気弁（ｉ
によっＣｌ１ｔｌ　ｆｉｔさｔする吸気ボート７、」、
り燃旧ど空気との混合気を燃焼室８内に吸入し。FIG. 1 shows an embodiment of an intake nJ variable swirl type internal combustion engine in which the air-fuel ratio control method according to the present invention is implemented. U indicates the main body
Aj, the internal combustion engine main body includes a cylinder 1 [], a cylinder head 33, a piston 5 provided in a cylinder bore 1 of a cylinder block 2, and an intake valve (i).
Cl1tl fit by intake boat 7,''
The mixture with the combustion air is sucked into the combustion chamber 8.

燃焼室８内に（Ｔ、′λ大プラグ９の火花敢電により点
火され１．：ｄＷ合気の既燃焼ガスを図示されＣいない
ｕ１気弁にＪ、り開閉される排気ボートＪ：り燃焼室外
へ排出するようになっている。The combustion chamber 8 is ignited by the spark of the large plug 9 (T,'λ), and the burned gas of 1.:dW is pumped into the combustion chamber 8, which is opened and closed by the exhaust boat J:dW. It is designed to be discharged outside the combustion chamber.

吸気ボー１〜７は、ｆ５２図に良く示されている如く、
吸気ボー１〜７の天井壁部より膨出形成されたガイドベ
ーン１０により燃焼室８への聞［１端７ａの周りに旋回
し１．：ｌ＼リカル通路１１と間］−１端７ａに直線状
に通ずるストレー１−通路１２とを有しでいる。ストレ
ー［・通路１２の途中に（ｓ幕該スＥ−シー１−通路を
開閉する吸気制御弁１３が炭（］られている。吸気制御
弁′１３はバタフライｌｔ−どしＣ構成され、第１図に
良く示されＣいる如く、その弁軸１４に取１−１Ｕられ
た駆動レバー１５によってダイ（アノラｌｘ装置１６の
駆動しｌット１７に駆動連結され、該ダイヤフラム！装
置によって開閉駆動されるようになっ−（いる。Intake bows 1 to 7 are as shown in figure f52,
Guide vanes 10 bulging from the ceiling walls of the intake bows 1 to 7 lead to the combustion chamber 8 by rotating around the end 7a. :l\\Regical passage 11 and space]-1 It has a straight passage 12 which communicates linearly with the end 7a. An intake control valve 13 is installed in the middle of the stray passage 12 to open and close the passage. As shown in FIG. 1C, a drive lever 15 attached to the valve stem 14 is connected to a die (anora lx device 16) which drives the die (anora lx device 16), and is opened and closed by the diaphragm device. It has become like that.

グイセフラム装置１６は所定１ｉｎ以上の負圧を導入さ
れでいる時にはストレート通路１２の連通を遮１！！ｉ
　７する図示されている姐さ閉弁位置に吸気制御弁１３
を駆動し、これに対し所定値以りの負圧を導入されＣい
ない時にはス］−レート通路１２の連通を確立する開弁
位置に吸気制御弁１３を駆動す　。The guisephram device 16 blocks communication of the straight passage 12 when a negative pressure of a predetermined value of 1 inch or more is introduced! ! i
7. Place the intake control valve 13 in the closed position shown.
On the other hand, when a negative pressure higher than a predetermined value is introduced, the intake control valve 13 is driven to an open position that establishes communication between the slate passage 12 and the slate passage 12.

るよ）に４１）（いる。ダ（〜７ノラム装（べ１Ｇは導
管１８によって電磁１ｉ’ｌ　Ｉｌｌ弁１９のボートａ
に接続され（いる。電磁制御弁１９はボートａ以外にボ
ート１）と人気Ｌ１ボー１−（］とを有しており、その
電磁コイルに通電が行われている時にはボー１−ａをボ
ー１−ｂ　Ｋ接続し、これに対し前記電磁丁」イルに通
電が行われ（いない時にはボートａをボー１−０に接続
覆る３１、うに今一７ている。ボー１〜Ｃは大気中に間
ｔＩＩされ（おり、これに対（ノボ−［川）は、導管２
０　、逆１１弁２１及び導管２２を経で機関吸気系のリ
ージタンク２４（二段（ｊられた吸気箆負圧取出トボー
ト２５に接続きれ、吸気答負ｆ１−を及１まされる。Ｊ
う（１ニイｊ−）（いる。41) (There is a boat a of the solenoid valve 19 by the conduit 18.)
In addition to boat a, the electromagnetic control valve 19 has a boat 1) and a popular L1 bow 1-(), and when the electromagnetic coil is energized, the electromagnetic control valve 19 connects the boat 1-a to the boat 1-a. 1-b K is connected, and the electromagnetic cable is energized (when it is not connected, boat a is connected to boat 1-0. Between tII and 2
0, through the reverse 11 valve 21 and the conduit 22, it is connected to the engine intake system's leakage tank 24 (two-stage), and the intake negative pressure take-out port 25 is connected, and the intake response is applied to the negative pressure f1-.
U (1 nii j-) (there is).

吸気ボー１−７には吸気マニホールド２３とり一ジタン
’／　２　／ｌどが順（二連過接続され（おり　＋ｊ　
−ジタンク２４の空気入１１部分には吸入空気間制御用
のス［１ツトルバルグ２６が設置Ｊられ（いる。吸気７
−ホール１〜２３には燃料１ｆｊ割ノズル２７が設置、
ｌＪ　ｌられ（Ａメリ、該燃料噴射ノズルは、図示され
（い４１い燃刺供給装閘よりガソリンの如き液１本燃料
を供給され、ｒ？ｔｌ弁時間に応じ１．：流量の液体燃
ｌｉｌ吸気ボート７の入口部分へ向けて噴用供給づるよ
−）になっている。The intake manifold 23 is connected to the intake bow 1-7 in sequence (two consecutive connections).
- A torque valve 26 for controlling the intake air is installed in the air inlet 11 of the intake tank 24.
- Fuel 1fj split nozzles 27 are installed in holes 1 to 23,
The fuel injection nozzle is supplied with a liquid fuel such as gasoline from the fuel supply system shown in the figure, and injects a liquid fuel with a flow rate of 1. The air supply is directed towards the inlet of the lil intake boat 7.

電磁制御弁１９に対する通電の制御と燃料噴射ノズル２
７の開弁制御とは制御装置Ｎ３０により行われるように
なっ〔いる。シリ９Ｉ１装閘３０は、一般的なマイクロ
コンピュータを含む電気的な制御ｉｌｌ′３Ａ置゛であ
り、機関点火系のディストリビュータ２９より機関回転
数Ｎｅに関づる情報を、吸気管圧力レン１）３１より吸
気管圧力Ｐに関りる情報を、ス［１ツ！・ル間１良セン
リ３２よりス［１ツトルバル−７２（５のス［Ｉツ）−
ル間庶１））に関りる情報を各々′ｊえられ、これら情
報と予め定められｌζプ［１グラＬｘ　Ｌ、こ従って電
磁制御弁１９に対Ｊる通電の制御、即ら吸気制御弁１３
の開閉制御ど燃石噴ＯＪノズル２７の開弁制御、即ら空
燃比制御をｆｊうようになっている。Control of energization to electromagnetic control valve 19 and fuel injection nozzle 2
The valve opening control in No. 7 is performed by the control device N30. The series 9I1 device 30 is an electrical control ill'3A device including a general microcomputer, and transmits information related to the engine speed Ne from the distributor 29 of the engine ignition system to the intake pipe pressure lens 1) 31. More information related to intake pipe pressure P can be found here!・From 1 good center 32 to 72 (5 no s [I tsu) -
1)), and these information and predetermined information are used to control the energization to the electromagnetic control valve 19, i.e., the intake control. Valve 13
The opening/closing control of the fuel stone injection OJ nozzle 27, that is, the air-fuel ratio control is controlled by fj.

第３図は制御１装置３０により（ｊわれるメインルーチ
ンのフローヂ＋？−１・を示している。このルーチンの
最初のスデッゾ１に於ては、ディストリじ「−タ２９　
Ｊ、りの出力信置Ｊ、り検出されたｆｉｌ関回転数ＮＯ
を読込むことが行われる。FIG. 3 shows the main routine flow +?-1 which is executed by the control device 30.
J, output signal J, detected fil function rotation speed NO.
is read.

ステップ１の次はステップ２へ進み、ステラ１２（二於
て（Ｌ、吸気管バカヒン＋ｊ　３１より検出されｌ（吸
気管１１力１〕を読込むことが行われる。After Step 1, the program proceeds to Step 2, in which the Stellar 12 (L, intake pipe power +j detected from 31) is read.

ステップ２の次（、Ｌステップ３へ進ンメ、ステップ３
に於（（よ、機関回転数Ｎｅと吸気管圧力Ｐより基本哨
用吊１−　Ａ　Ｉ、Ｊ　ｌ＋を決定りることか行われる
。Next to step 2 (, L Proceed to step 3, Step 3
At ((Y), the basic duty suspension is determined from the engine speed Ne and the intake pipe pressure P.

、λアッ／３０次はスｉツ７’４／＼進み、ステップ４
に於Ｃは、ス［１ツ１−ル間度はンリ３２により検出さ
れｌＪス（１ツトル聞１（Ｌ　−１ｂを読込・むことが
（ｊわれる。, λa/30 Next is 7'4/\\ advance, step 4
When C is detected by the printer 32, it is possible to read and read L-1b.

ステラ１７１の次（，１スｊツグ５へ声み、ステップ！
ｉ　Ｉｌｌ　於ｔ　ｌ；ｌ、スＩＩ　ツｉ　ルｔｉ！１
度１　ｈ　カ所定Ｉｎｎ△ヨリ人さいか古かの判別が＋
ｉ　４１　Ｊする。所定１１ｆ１△は吸気制御弁１３の
量弁ス［」ツトル聞度（あり、−［ｈ　・八〇ある時、
即ら吸気制御）Ｉ’　１３の閉弁運転域Ｃ′ある時１．
．はステラ１６へ進み、１１）゛・Δ′Ｃ−ない時には
、叩ら吸気ｆｆ１ｌ＋御弁１３の閉弁運転域Ｃある時に
（まステツブ６＠通過づることなくリターンする。Next to Stella 171 (,1 step to 5, step!
i Ill at l; 1
Degree 1 h Ka predetermined Inn△Identification of whether the person is new or old is +
i 41 J. The predetermined value 11f1△ is the amount of intake control valve 13.
(i.e. intake control) When there is a valve closing operation range C' of I'13.1.
．． goes to Stella 16, and when there is no 11)゛・Δ'C-, when there is a tapped intake ff1l+valve closing operation range C of control valve 13 (or returns without passing through Step 6).

ステップ６に於ＣＧよ、フラッグ［を１に変換４ること
が行われる。In step 6, the CG converts the flag [4 to 1].

第４図は基本噴用吊［△ＩＪ　ｌ＋による時の混合気の
空燃比とスロワ［−ルｌｉｔ度との関係を示しくいる。FIG. 4 shows the relationship between the air-fuel ratio of the air-fuel mixture and the thrower lit degree when the basic injection lift [ΔIJ l+ is applied.

このグラフからも明らかな如く、スＬ１ツ１−ル間麻が
所定値Δ以トぐある吸気制御弁１３の閉弁運転域に於て
は内燃機関に供給される混合気の空燃比は比較的大きく
、ス［−Ｊツ１−ル間度が前記所定値以上である吸気制
御（ＩＩＩＩ３の閉弁運転域に於（は内燃機関に供給さ
れる）昆合気の空燃比が比較的小さい。As is clear from this graph, in the closed operation range of the intake control valve 13 in which the hemi between the strokes L1 and 1 is greater than the predetermined value Δ, the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine is In the valve-closing operation range of intake control (III3) in which the temperature is large and the degree of throttle is greater than the predetermined value, the air-fuel ratio of the air (supplied to the internal combustion engine) is relatively small. .

第５図は制御装置３０により（ｊわれる吸気制御３１１
弁１３の開閉制御ルーヂンの）１コー’ｆ−＋・−１〜
を示している。このルーチンは所定時間ｆｔｊに割込み
処理されるしのであり、最初のスフツブ２１　＋、ｉ於
（は、−７ラツグ「が１τあるか否かの判別が行われる
。Ｆ＝１である時、即らス【」ツトル間度が所定（直Δ
以」二である時にはステップ２２へ進み、これに対しＦ
−１でない時、即らス［Ｊツ［−ル間度が前記所定値Δ
以上ｒない時にはステラ１２３へ進む。FIG. 5 shows the intake control 311 controlled by the control device 30.
Opening/closing control of valve 13) 1 code'f-+・-1~
It shows. This routine is interrupted at a predetermined time ftj, and in the first block 21 +, i (, it is determined whether there is -7 lag 1τ or not. When F=1, it is immediately The degree of rotation between the ras is specified (direction Δ
If the result is ``2'', the process proceeds to step 22, whereas F
−1, that is, the degree between
If there is no more, proceed to Stella 123.

ステラ１２２に於くけ、電磁制御弁１９の電１社１イル
（ご対りる通電が停止１され、吸気制御弁１３を閉弁り
ることが行われる。At Stella 122, power supply to the electromagnetic control valve 19 is stopped, and the intake control valve 13 is closed.

スラブ−７２３＋ご於（は、電磁制御弁１９の電１４１
暉１イルに通電が行われ、吸気制匪弁１３３を閉弁づる
ことがｆｉわれる。尚、この時←二吸気制御弁１３４閉
弁さけるに必要な吸気管（’Ｊｕｌが１９られない場合
（二は、吸気制御ブｔ１３′３は、閉ブｉｐきず、量弁
状態のままとイＹる。Slab-723+
At this time, electricity is applied to the valve 1, and the intake throttle valve 133 is closed. At this time, if the intake pipe ('Jul) required to avoid closing the second intake control valve 134 is not completed (secondly, the intake control valve t13'3 is closed due to a flaw in the intake valve 134, and if the intake pipe remains in the flow valve state). Yes.

第６図は制御装置３０によりｆ＋　１’−＋れる空燃比
制御ルーチンのノｎ−Ｔｌ−−１−を示している。この
ルーチンは内燃機関の所定クランク角１口に割込み処理
されるもの（あり、最初のステップ３１に於て（，１、
ノ７ッグ１がＩ　Ｃ（１６るか占かの判別がｆｊわれる
。ｌ”　＝　ｉ　’ｉ（ある時、叩ら吸気制御弁１３の
閉弁運転域Ｃある１、１にはステップ３３４へ進み、こ
れに対し１−１で（１い萌、叩ｔう吸気制御弁１３の閉
弁運転域にｌρではステップ３２へ進む。FIG. 6 shows the air-fuel ratio control routine non-n-Tl--1-, which is performed by the control device 30 at f+1'-+. This routine is interrupted at every predetermined crank angle of the internal combustion engine, and in the first step 31 (,1,
It is determined whether No. 7g 1 is I C (16) or fortune-telling. l" = i 'i (At some time, step 334 On the other hand, at 1-1, when the intake control valve 13 is in the closed operation range lρ, the process proceeds to step 32.

ステップ３２に於ｔ’　ｔｉｔ　、吸気管Ｈ力が所定値
Ｂ、］；り人きいか否かの１′１ノ別が１１ねれる。所
定（げＩＢは吸気制御弁１３を閉ブｔさμるに必要な最
大月）Ｊ　Ｃあり、Ｐン・Ｂ　ｔ−ある時、叩ら吸気制
御弁１３３を閉弁させるに必要な吸気筈口圧が１りられ
＜【い萌（、二はステップ３５へ進み、ｔ）：＞　Ｂ　
’Ｃ：　Ｇ：い時、即ら吸気制御弁１３を閉弁さＵるに
必要な吸気管（１Ｌ１が１【Ｉられる時にはステップ３
３へ進む。At step 32, the intake pipe H force is set to a predetermined value B, and a determination is made as to whether or not the intake pipe is open. At a given time (IB is the maximum amount of air required to close the intake control valve 13) when there is JC and Pn/Bt-, the amount of intake air required to close the intake control valve 133 when struck. Mouth pressure is 1 <[Imoe (, 2, proceed to step 35, t):> B
'C: G: When the intake pipe (1L1 is set to 1) is required to close the intake control valve 13, step 3
Proceed to step 3.

ステップ３３に於ては、−フラッグ１−を０に変換づる
ことが行われる。In step 33, the -flag 1- is converted to 0.

ステップ３３の次はステラ／３４へ進み、ステップ３４
に於ては、メインルーチンのステラｌご）に於て決定さ
れた基本噴９・ｊ串ｒ　Ａ　Ｕ　ｂをでのま７１゜実効
燃料噴剣吊「△（）どづることが行われる。ステラｆ３
４の次はステラ１３）６へ進む。After step 33, proceed to Stella/34, and step 34
In this case, the basic jet 9,j, AU, determined in the main routine STELLA (1) is changed to 71° effective fuel jet (△()). stella f3
After 4, proceed to Stella 13) 6.

ステラ１３５に於（は、メインルーチンのステップ３に
於（決定された基本噴Ｑ・１串−■△（ＩＩ）に所定吊
へ［へりを加怖して実効燃利噴射畢Ｔ’　Ａ　Ｕを決定
づることが行われる。即ちこのステップに於ては燃料増
量が行われる。At STELLA 135 (in step 3 of the main routine) (determined basic injection Q. In other words, in this step, the amount of fuel is increased.

ステップ３６に於ては、スＴツブ３／Ｉ或い（、Ｊステ
ップ３５に於（決定された実効燃旧噴射市［ΔＬＪによ
る燃料噴射が燃料１ｖ１射ノズル２７にＪ：って実１１
される。In step 36, the fuel injection according to the determined effective fuel injection city [ΔLJ is applied to the fuel 1v1 injection nozzle 27 in the actual 11
be done.

Ｌ　ｉｌｉの如く木光明による空燃比Ｉｉｌ＋　０１１
方法によれＬＪ、スト１ツ１−ル間亀が所定値以下の吸
気制御弁量弁運転域に於−（も吸気制御弁１３を閉弁さ
せるに必陳イ１吸気管ｎ圧がｆ７られない時には燃料増
量が（ｊわれ、吸気制御弁１３が閉弁しくいないにも拘
らす′人さい空燃比のｌ’？ｊ’ｌ　ＮＲ合気が内燃機
関へ供給されることが回避さ４１、これにＪ、つく内燃
機関が失火を／、１−しることが回避される。Air-fuel ratio Iil+ 011 by Ki Komei like L ili
Depending on the method, the intake pipe n pressure is required to close the intake control valve 13 when the intake control valve volume is below a predetermined value in the valve operation range between LJ and stroke. When the amount of fuel is not increased, the intake control valve 13 is not properly closed, but the air-fuel ratio is too low. This prevents the internal combustion engine from causing a misfire.

以＋（Ｊ於（は、本ｙと明を特定の実施例についζ訂細
←二説明し７ノ、−が、本発明（、、ｉ、これに限定さ
れる０の（は＜１く、木５１明のｉＩＱ囲内に（種々の
実施例が可能（あることは当竿名にとって明らか（あろ
−）１゜Hereinafter, the present invention (,, i, 0 (<1) shall be explained in detail with respect to specific embodiments, and 7). , within the iIQ range of tree 51 Akira (various embodiments are possible (it is obvious from the name of this rod (Aro-)1゜

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

第１図は木Ｊｎ明に、ｌ、る１ｕ燃比制御方法の実施に
使用されるｉｉＪ変吸気スワール方式の内燃機関の一つ
の実施例を承り概略構成図、第２図は第１図に示された
内燃機関の吸気ボート構造を示す概略断面図、第３図は
メインルーチンの７０−ヂＰ−＊−１第４図はス１コツ
１−ル聞度に対する空燃比の特１ノ１を示づ一グラフ、
第５図は吸気制御弁の開閉制御ルーチンのフローヂト−
１−１第６図は本発明による空燃比制御方法を実施する
空燃比制御ルーｆ−ンのノ目−チヤードである。 １・・・内燃機関、２・・・シリングブ［１ツク、３３
・・・シリンダヘッド、４・・・シリンダボッ′、５・
・・ピストン。 ６・・・吸気弁、７・・・抽気ボー１へ、８・・・燃焼
室、９・・・点火プラグ、１０・・・カイトベーン、１
１・・・ヘリカル通路、１２・・ストレ〜１−通路、１
３・・・吸気制９１１弁、１／Ｉ・・・弁軸、１５・・
・駆動レバー、１Ｇ・・グイ＼７ノラム装置、１７・・
駆８［」ラド、１Ｅ１・・・）９管。 １９・・・電磁制御弁、２０・・・導管、２′１・・−
逆止弁。 ２２・・・導管、２３・・・吸気マニホールド、２４・
・・リージタンク、２５・・吸気管負圧取出しボー１・
、２６・・・ス【」ツＩ−ルバルプ、２７・・・燃料噴
射ノズル。 ２８・・・排気マニホールド、２９・・・ディストリビ
ー１〜夕、３０・・・制御装置、３１・・・吸気管圧力
レンリ。 ３２・・・スロットル間度センリ 第　１　図 ＼、′ 第３図 第４図 Ａ　γ 第５図 第６図 （自　発） 手続補ｉ）−書 昭和５９年５月７１ ′１．事イ′１の表示　昭和５９４「特Ｗ１願第０４６
７９９月２、光明の名称 可変吸気スワール６式の内燃機関の空燃比１’ｌ　ＩＩ
Ｉ　：Ｑ法；３．袖１Ｆをりる者 事イ′１どの関係　特￥１出願人 住　所　愛知県！９　Ｉｌｌ　ｒｌｉ　ｔ−Ｅｌり町１
番地名　称　（３２０）　ｌ・＝１り自動中株式会ネ１
７１、代理人 居　ｉ’Ｊｉ　の１０４東京都中央（ヌ新用１丁目５番
１９号（１）特許請求の範囲を以下の如く補正覆る。 １（１）燃焼室への開口端の周りに旋回したヘリカル通
路と前記間［１端に直線状に通り゛るストレート通路と
を備え前記ストレー１へ通路の途中に該ストレート通路
を開閉づる吸気制御弁が設けられ−（いる吸気ボート構
造と、吸気情負ＩＴににり駆動され所定値より人きい吸
気管負圧を供給され（いる時には前記吸気制御弁を閉弁
させ所定値より大きい吸気管負圧を供給されていない時
には前記吸気制御弁を開弁させる駆動手段とを有り−る
可変吸気スワール方式の内燃機関の空燃比制９１１１ｊ
法１ごＩＩ？’ｌ、吸気管負圧を検出し、該吸気凱（１
圧が前記所定顧に満たない時には内燃機関に供給りる燃
料を増Ｉｉ＋づることを特徴どり−る空燃比制御１］法
。 （２、特許請求の範囲第１項に記載さ４′また空燃比制
御方法に於（、前記駆動手段は、前記吸気制御弁の閉弁
時に於Ｃ−ス［１ツ１〜ル弁のス１１ツｌ−ル聞度が所
定値を越えて増大４るまでは吸気管負圧をを入され−Ｃ
該吸気管負圧を封入され、ス１：１ツｌ−ル弁のス１コ
ツドル間度が前記所定１ｉ１’ｆを越えて増大しｌ、二
時には大気圧を導入され、前記吸気制御弁の開弁時に於
゛（−吸気管負圧が所定値より大きくなった時には吸気
管負圧を導入されるよう構成され、前記吸気制御弁の開
弁時に於て吸気管負圧が前記所定値に満たない時にのみ
内燃機関に供給する燃料を増大づることを特徴とする空
燃比制御方法。ｊ（２）明細書第４頁第１８行及び第１
９行の［以上の１を各々「゛より大きい」と訂正Ｊる。 （３）明細書第９頁第１３行の１−なっている。、１の
俊に次の文章を挿入づる。 「逆止弁２１は、導管２０より導管２２へ向かう流体の
流れのみをに′１し、電磁制御弁１９のボートａがボー
ト１）に接続されている時にはダイヤフラム駅間１（３
に吸気管負圧を封入Ｊべく作用するよ）になつでいる。 ｊ （４）明細内用１２真第３ｉｊ・〜・第１１行の［第４
図は・・・・・・・・・小さい。」を削除する。 （５）明細書第１２頁第１２行の「第５図」を「第４図
１と訂正する。 （６）明細書第１３頁第１０行の「第６図」をｒ第５図
」と訂正する。 （７）明細書第１３頁第１５行〜第１６行の１開弁運転
域である時にはステップ３４へ進み１．１を「開弁して
いる時にはステップ３２へ進み、Ｊと訂正づる。 （８）明細書箱１３頁第１７ｔ’ｉ−第１８行の［閉弁
運転域に於てはステップ３２へ進む。］を１閉弁してい
る時にはステップ３４へ進む。ｊと訂ｊ］づる。 （９）明細書第１５頁第３行〜第５Ｌ＋の１土）本の如
く本発明による・・・・・・・・・に於ても」を１「上
述の如きルーチンによってフラッグ１−の切換制御か行
４つれることにより、吸気制御弁１３は、スＥ］ツ１−
ル開度王りが所定値Δを越えて増大した時に開弁し、吸
気管圧力が所定１ｍ　Ｂを越えて低下した時に閉弁づる
。即ち、吸気制御弁１３の開弁制御はス１゛１ツトル開
度に応じて行われ、吸気制御弁′１３の閉弁制御は吸気
管負圧に応じて行われる。吸気制御弁１３の閉弁制御時
には電磁制御弁１９の電ｍ−」イルに通電が行われてい
てボートａがボー１〜ＩＩに接続され−（いることによ
りダイＡ７フラム装置１６に導入された吸気管負圧が逆
止弁２１の作用によりダイ穐７ノラム装置１６に封入さ
れる。従って吸気制御弁１３を開弁するスロットル開度
Ａに於りる吸気管負圧が吸気制御弁１３を閉弁さＶるに
必要な値に満たなくとも吸気制御弁１３はダイヤフラム
賛同１６の封入ロバによっで閉弁状態を維持する。 吸気制御弁１３が開弁じている時にはその時のス［１ツ
１−小開度に関係なく燃料増量が行われることにより、
スト１ットル開磨が所定（「ｊ以下の吸気制御弁閉弁運
転時に於てもｊと削正する。 （’Ｉ　Ｏ）明細書第１５貞第６行の「には燃料増量が
」を１には吸気制御弁１３が開弁じていることに基き燃
わ１増量がｊと削正する。 （１１）明細書第１６頁第２行へ・第３行の［第４図は
・・・・・・・・・第５図は−１を「第４図は」と訂正
する。 （１２）明細書第１５貞第６行の「第６図は」を１’　
ｍ　５　図ハＪ　トｆＪ　ｉＩ　ｄ−ル。 （１３）図面の第２図を添付図面の如く訂正する。 （１４）図面の第４図を削除する。 （１５）図面の［第５図Ｊを添ト１図面の如く１第４図
」と訂正する。 （１６）図面の１第６図」を添付図面の如り「第５図１
と訂正する。 第　２　図Figure 1 is a schematic configuration diagram of one embodiment of an internal combustion engine of the IIJ variable intake swirl system used to implement the l,ru1u fuel ratio control method, presented by Akira Kim, and Figure 2 is the same as that shown in Figure 1. Figure 3 is a schematic cross-sectional view showing the intake boat structure of an internal combustion engine. One graph shown,
Figure 5 shows the flowchart of the intake control valve opening/closing control routine.
1-1 FIG. 6 is a chart of an air-fuel ratio control run for implementing the air-fuel ratio control method according to the present invention. 1...Internal combustion engine, 2...Shillingbu [1tsuk, 33
... Cylinder head, 4... Cylinder bottom, 5.
··piston. 6... Intake valve, 7... To bleed air bow 1, 8... Combustion chamber, 9... Spark plug, 10... Kite vane, 1
1... Helical passage, 12... Stre~1-passage, 1
3...Intake control 911 valve, 1/I...Valve shaft, 15...
・Drive lever, 1G...Gui\7noram device, 17...
Kaku 8 ['rad, 1E1...) 9 pipes. 19... Solenoid control valve, 20... Conduit, 2'1...-
non-return valve. 22... Conduit, 23... Intake manifold, 24...
・・Leige tank, 25・・Intake pipe negative pressure takeout bow 1・
, 26...S[''Tsurubulp, 27...Fuel injection nozzle. 28...Exhaust manifold, 29...Distribution 1 to evening, 30...Control device, 31...Intake pipe pressure level. 32...Throttle distance center Figure 1\,' Figure 3 Figure 4 A γ Figure 5 Figure 6 (voluntary) Procedure supplement i) - Book May 1980 71 '1. Showa 594 "Special W1 Application No. 046"
799/2, Gwangmyeong Name Variable Intake Swirl 6 Type Internal Combustion Engine Air Fuel Ratio 1'l II
I: Q method; 3. The person who goes to the 1st floor of the sleeve 1 What relationship Special ¥ 1 Applicant Address Aichi Prefecture! 9 Ill rli t-Elrimachi 1
Address Name (320) l・=1riAutomatic Chukyo Stock Co., Ltd. 1
71, Attorney i'Ji's 104 Tokyo Chuo (Nu Shinyo 1-5-19) The scope of the claim is amended as follows: 1 (1) Around the opening end to the combustion chamber An intake boat structure including a straight passage passing in a straight line at one end between the spiral helical passage and the straight passage, and an intake control valve for opening and closing the straight passage provided in the middle of the passage to the straight 1; The intake control valve is driven by the intake air negative IT and is supplied with an intake pipe negative pressure higher than a predetermined value. Air-fuel ratio control 9111j for a variable intake swirl internal combustion engine, which has a driving means for opening a valve.
Law 1 Go II? 'l, detect the intake pipe negative pressure, and detect the intake pipe negative pressure (1
An air-fuel ratio control method (1) characterized in that when the pressure is less than the predetermined value, the amount of fuel supplied to the internal combustion engine is increased. (2. Claim 1) 4' Also, in the air-fuel ratio control method (, the driving means is configured to control the air-fuel ratio control method when the intake control valve is closed. 11 Negative pressure is applied to the intake pipe until the pressure level increases beyond the predetermined value.
The suction pipe is filled with negative pressure, and the suction pressure of the suction control valve increases beyond the predetermined predetermined value, and at two o'clock atmospheric pressure is introduced, and the suction control valve of When the intake pipe negative pressure becomes larger than a predetermined value when the valve is opened, the intake pipe negative pressure is introduced, and when the intake control valve is opened, the intake pipe negative pressure reaches the predetermined value. An air-fuel ratio control method characterized in that the fuel supplied to the internal combustion engine is increased only when the fuel is not satisfied.
[Correct each of the above 1's in line 9 to be "greater than". (3) 1- on page 9, line 13 of the specification. , insert the following sentence to Shun in 1. The check valve 21 only allows the flow of fluid from the conduit 20 to the conduit 22, and when the boat a of the electromagnetic control valve 19 is connected to the boat 1), the diaphragm station 1 (3)
The negative pressure in the intake pipe is enclosed in the intake pipe. j (4) For internal use in the 12th line 3ij...[4th
The diagram is... small. ” to be deleted. (5) ``Figure 5'' on page 12, line 12 of the specification is corrected to ``Figure 4 1.'' (6) ``Figure 6'' on page 13, line 10 of the specification is corrected to ``Figure 5.'' I am corrected. (7) If the valve is in the 1-valve open operation range on page 13, lines 15 to 16 of the specification, proceed to step 34, and change 1.1 to ``If the valve is open, proceed to step 32, and correct it to J.'' ( 8) In the specification box page 13, line 17t'i-18, [In the valve-closing operation range, proceed to step 32.] When the valve is closed by 1, proceed to step 34.j] (9) Page 15 of the specification, line 3 to line 5L+, 1) According to the present invention as described in the book, the flag 1- is set to 1 by the routine as described above. By adding four lines of switching control, the intake control valve 13 is
The valve opens when the valve opening increases beyond a predetermined value Δ, and closes when the intake pipe pressure decreases beyond a predetermined value of 1 mB. That is, the opening control of the intake control valve 13 is performed according to the throttle opening degree, and the valve closing control of the intake control valve '13 is performed according to the intake pipe negative pressure. When the intake control valve 13 is controlled to close, the electric current of the electromagnetic control valve 19 is energized, and the boat A is connected to the boats 1 to II. The negative pressure in the intake pipe is sealed in the 7-norm device 16 by the action of the check valve 21. Therefore, the negative pressure in the intake pipe at the throttle opening A that opens the intake control valve 13 causes the intake control valve 13 to open. Even if the value required to close the valve is not reached, the intake control valve 13 maintains the closed state by the enclosed donkey of the diaphragm support 16. When the intake control valve 13 is open, the current 1- Due to the fuel increase regardless of the small opening,
1 liter opening is specified ("J is reduced even when the intake control valve is closed below J". 1, based on the fact that the intake control valve 13 is open, the increase in fuel consumption by 1 is revised to j. ...... Correct -1 for Figure 5 to ``Figure 4''. (12) Change ``Figure 6'' to 1' in line 6 of No. 15 of the specification.
m 5 Fig. fJ iI d-R. (13) Figure 2 of the drawings is corrected as shown in the attached drawing. (14) Delete Figure 4 of the drawings. (15) Correct the drawings to read ``Figure 5 J as in Attachment 1 Figure 1 Figure 4''. (16) "Fig. 1 of the drawing 1" as shown in the attached drawing "Fig. 5 1"
I am corrected. Figure 2

Claims (1)

【特許請求の範囲】 燃焼’！ｉ’＋への聞１１喘の周りに聞１」シたｌ＼リ
カル通路と前記間Ｅ」端に１白線状に通ずるストレート
とを備え前記ス（−レート通路の途中に該ストレート通
路夕間開する吸気制御４ｔが設置Ｊられでいる吸気ボー
１−構造と、吸気管？’ａｌｌｌこ，１、り駆動され所
定１＋ｒｉ　Ｉメ１の吸気管０ハを供給され−（いる峙
←二は前記吸気制御弁を閉４ｒさ１！所定１！「τ１′
１１の吸気質（ｉ　１１を供給．きれ【いイ「い１１．
’ｉ　Ｌ二（ｌ、前記吸気！ｌ−制御ｊｔを開弁さ１１
る駆ｉｐＨー７段とを（ｉりる１り変吸気スワールＩｉ
式の内燃１幾関の空燃比ルリ御ｌｊ法（３於Ｃ、吸気管
Ｃ１１１を検出ｌ−・、該１投気ｒ１角月が前記ｊソｉ
定（ｉｎに満たない肋に（１、内燃機関（、二供給りる
燃料を１１１吊りることを特徴どりる空燃比制御１１　
１ｊ法。[Claims] Combustion'! Around the 11th interval to i'+, there is a 1" straight passageway and a straight that connects in the form of a white line at the end of said slate passage. The intake bow 1 structure in which the intake control 4t that opens is installed, and the intake pipe? Close the intake control valve 4r1!Predetermined 1!"τ1'
11 intake quality (supplies i 11.
'i L2(l, said intake!l-control jt opened 11
(iRuru1 Variable Intake Swirl Ii)
Air-fuel ratio control lj method for internal combustion 1 in the formula (3C, intake pipe C111 detected l-, the 1 air injection r1 angle is the above j soi
Air-fuel ratio control 11 characterized by suspending 111 fuel to be supplied to an internal combustion engine (2)
1j method.