200916647 九、發明說明 【發明所屬之技術領域】 本發明是具備以下構件之內燃機的運轉控制裝置：內 燃機狀態偵測手段’該內燃機狀態偵測手段是用來偵測内 燃機的狀態·，及空燃比控制手段，該空燃比控制手段是根 據內燃機狀態偵測手段所測得的內燃機狀態，來設定由混 合氣形成手段所供給的燃料量。 【先前技術】 有關於内燃機’包含車輛所搭載的內燃機，在燃料費 的改善與提升排放性能之要求高漲的狀況下，爲了使符合 上述要求的内燃機普及’成本的削減是極爲重要。 舉例來說’大眾所熟知之内燃機的運轉控制裝置具 備：節流閥開度偵測器，該節流閥開度偵測器是用來偵測 節流閥的；和時間偵測手段，該時間偵測手段是用來偵測 曲柄軸旋轉特定曲柄角時所需的時間；及空燃比控制手 段’該空燃比控制手段是用來設定由混合氣形成手段之燃 料噴射閥所供給的燃料量’且該空燃比控制手段是對應於 內燃機的運轉範圍來執行下述控制的切換：根據節流閥的 開度來設定燃料量的控制；及根據以時間偵測手段測得之 時間而算出的吸入空氣量，設定燃料量的控制（譬如，請 參考專利文獻1)。根據該運轉控制裝置，爲了設定燃料 供給量’而根據時間偵測手段測得的時間算出吸入空氣 量’因此不需要空氣流速計或進氣壓偵測器，故可削減運 -5- 200916647 轉控制裝置的成本。 此外’爲了達成燃料費的改善及排放性能的提升，由 混合氣形成手段所供給之燃料供給量的基本量是根據用來 偵測内燃機狀態之內燃機狀態偵測手段所測得的內燃機狀 態來設定’且根據用來偵測排放氣體成分之空燃比的空燃 比偵測器（譬如’氧氣濃度偵測器）所測得的空燃比，修 正該基本量後設定燃料量之内燃機的運轉控制裝置也爲大 眾所熟知。 [專利文獻1]日本特開2004 — 108289號公報 【發明內容】 [發明欲解決之課題] 在内燃機中’當包含空燃比控制的運轉控制，是根據 用來偵測內燃機狀態之內燃機狀態偵測手段來執行控制 時’其前提是該偵測手段可正確地偵測內燃機狀態。 而用來偵測排放氣體成分的空燃比偵測器，只要不是 在形成活性狀態的溫度以上，便無法產生正常的訊號。接 著’當内燃機處於冷機狀態，也就是指暖機完成前的狀態 等時’由於空燃比偵測器尙未形成活性狀態，基於空燃比 偵測器的空燃比控制則被停止，該期間是難以執行高精確 度的空燃比控制。譬如，在根據節流閥開度執行空燃比控 制的場合中，由於怠速運轉時及低負荷運轉時等之節流閥 的低開度狀態，是吸入空氣量的變化量較大的運轉狀態， 因此不容易提高空燃比控制的精確度。 -6- 200916647 因此，爲了縮短空燃比偵測器形成活性化所需的時 間，雖然只要以加熱器來加熱空燃比偵測器即可’但因爲 該加熱器的設置而導致成本增加。 相同地，當包含空燃比偵測器的內燃機狀態偵測手段 呈異常狀態時或故障時，高精確度的運轉控制也變得困 難。 本發明是有鑒於上述的問題所硏發的發明，請求項1 〜3所記載之發明的目的是提供一種：既可達成内燃機的 運轉控制裝置的成本削減，且即使當用來設定混合氣形成 手段供給的燃料量時所必要的內燃機狀態偵測手段無法正 常地偵測內燃機狀態的場合中，也能執行基於高精確度空 燃比控制之運轉控制的運轉控制裝置。而請求項2所記載 之發明的目的爲：更進一步提高從由空燃比控制手段所執 行之暖機完成前的特定時期控制，切換成由空燃比偵測器 所執行之一般時間控制的切換時期的精確度。 [解決課題之手段] 請求項1所記載的發明，是具備以下構件之內燃機的 運轉控制裝置：內燃機狀態偵測手段，該內燃機狀態偵測 手段是用來偵測内燃機的狀態；和混合氣形成手段，該混 合氣形成手段是用來將燃料混入吸入空氣中；及空燃比控 制手，战空燃比控制手段是用來設定由前述混合氣形成 手所供給的燃料量，其特徵爲·前述內燃機狀態偵測手 lx具備_ f卩流閥闊度偵測器，該節流閥開度偵測器是用來 200916647 偵測前述内燃機之節流閥的開度；和空燃比偵測器，該空 燃比偵測器是根據前述内燃機之排放氣體的成分來偵測空 燃比；和變動量偵測手段，該變動量偵測手段是用來偵測 前述内燃機之曲柄軸的角速度的變動量；及暖機狀態偵測 手段，該暖機狀態偵測手段是用來偵測前述内燃機的暖機 狀態，前述空燃比控制手段執行以下的控制：一般期間控 制，該一般期間控制是根據前述節流閥開度偵測器所測得 的前述開度來設定前述燃料量的基本量，並根據前述空燃 比偵測器所測得的前述空燃比來修正前述基本量後設定前 述燃料量；及特定時期控制，該特定時期控制是根據前述 變動量偵測手段所測得的前述變動量來設定前述燃料量， 前述空燃比控制手段當前述暖機狀態偵測手段偵測出前述 内燃機處於暖機完成前的狀態時，執行前述特定時期控 制，當前述暖機狀態偵測手段偵測出前述内燃機已完成暖 機時，則執行前述一般時期控制。 請求項2所記載的發明，是請求項1所記載之内燃機 的運轉控制裝置，其中前述暖機狀態偵測手段，是根據前 述空燃比偵測器的偵測訊號來偵測前述暖機狀態，且當前 述空燃比偵測器形成活性狀態時測得前述内燃機的暖機完 成。 請求項3所記載的發明，是具備以下構件之內燃機的 運轉控制裝置：內燃機狀態偵測手段，該內燃機狀態偵測 手段是用來偵測内燃機的狀態；和混合氣形成手段，該混 合氣形成手段是用來將燃料混入吸入空氣中；及空燃比控 -8- 200916647 制手段，該空燃比控制手段是用來設定由前述混合氣形成 手段所供給的燃料量，其特徵爲：前述內燃機狀態偵測手 段具備：節流閥開度偵測器，該節流閥開度偵測器是用來 偵測前述内燃機之節流閥的開度；和空燃比偵測器，該空 燃比偵測器是根據前述内燃機之排放氣體的成分來偵測空 燃比；和變動量偵測手段，該變動量偵測手段是用來偵測 前述内燃機之曲柄軸的角速度的變動量；及異常偵測手 段，該異常偵測手段是用來偵測前述節流閥開度偵測器與 前述空燃比偵測器之個別的異常狀態，前述空燃比控制手 段執行以下的控制‘·一般時期控制，該一般時期控制是根 據前述節流閥開度偵測器所測得的前述開度來設定前述燃 料量的基本量，並根據前述空燃比偵測器所測得的前述空 燃比來修正前述基本量後設定前述燃料量；及特定時期控 制，該特定時期控制是根據前述變動量偵測手段所測得的 前述變動量來設定前述燃料量，前述空燃比控制手段是當 前述異常偵測手段測得前述節流閥開度偵測器或前述空燃 比偵測器異常時，執行前述特定時期控制，當前述異常偵 測手段未測得前述節流閥開度偵測器與前述空燃比偵測器 異常時，執行前述一般時期控制。 [發明的效果] 根據請求項1所記載的發明，空燃比控制手段，是在 內燃機的暖機完成後，利用一般時期控制來設定混合氣形 成手段所供給的燃料量，該一般時期控制是根據空燃比偵 -9- 200916647 測器的偵測訊號來修正依據節流閥開度而設定的基本量， 因此根據空燃比偵測器之高精確度的空燃比控制執行運轉 控制’可提高排放性能，並改善燃料費。此外，由於在內 燃機的暖機完成之前，空燃比偵測器有可能尙未形成活性 狀態’因此空燃比控制手段是根據與吸入空氣量相等之曲 柄軸的角速度的變動量來設定由混合氣形成手段所供給的 燃料量’而非執行該空燃比偵測器的空燃比控制。如此一 來’即使在無法由空燃比偵測器正常地偵測作爲內燃機狀 態之空燃比的場合中，由於不需要設定燃料量時所必須之 用來偵測吸入空氣量的空氣流速計或進氣壓偵測器，故可 削減運轉控制裝置的成本，且即使在内燃機的暖機完成前 也能執行對應於吸入空氣量的高精確度空燃比控制，有助 於排放性能的提升及燃料費的改善。 根據請求項2所記載的事項，由於暖機狀態偵測手 段’是根據空燃比偵測器的偵測訊號，當空燃比偵測器形 成活性狀態時偵測出暖機完成，故可提高「從暖機完成前 的特定時期控制，切換成根據暖機完成後之空燃比偵測器 的偵測訊號設定燃料量的一般時期控制」時的精確度，使 得由根據空燃比偵測器之空燃比控制所達成的排放性能或 燃料費改善可提升。 根據請求項3所記載的事項，由於空燃比控制手段， 是在節流閥開度偵測器與空燃比偵測器正常的狀態下，根 據一般時期控制來設定由混合氣形成手段所供給的燃料 量，前述的一般時期控制是根據空燃比偵測器的偵測訊號 -10- 200916647 來修正根據節流閥的開度所設定的基本量，因此可執行根 據筒精確度之空燃比控制的運轉控制，該高精確度的空燃 比控制是依據空燃比偵測器執行，可提高排放性能，並改 善燃料費。此外，由於當節流閥開度偵測器或空燃比偵測 器異常時，無法執行依據一般時期控制的空燃比控制，因 此空燃比控制手段，是根據與吸入空氣量相等之曲柄軸的 角速度的變動量，定由混合氣形成手段所供給的燃料量。 如此一來，即使在無法分別利用節流閥開度偵測器及空燃 比偵測器正確地偵測被當成內燃機狀態的節流閥之開度與 空燃比的場合中，可藉由與請求項1所記載之發明相同的 理由，削減運轉控制裝置的成本，且即使節流閥開度偵測 器或空燃比偵測器異常時，也能執行對應於吸入空氣量之 高精確度的空燃比控制，而有助於排放性能的提高及燃料 費的改善。 【實施方式】 以下，參考第1圖〜第5圖說明本發明的實施形態。 參考第1圖，具備採用本發明之運轉控制裝置（以 下，簡稱爲「運轉控制裝置」）的内燃機E，是單缸4行 程的内燃機，並搭載於車輛之類的機械上，譬如機車或跨 騎型車輛。 内燃機E具備：內燃機本體，該內燃機本體具有可供 活塞3嵌合成能往復移動的汽缸體1、與結合於該汽缸體 1的汽缸頭2;和進氣裝置5，該進氣裝置5形成有進氣通 -11 - 200916647 路5a，該進氣通路5a是用來將所吸入空氣導入內燃機本 體內形成於活塞3與汽缸頭2間的燃燒室4 ;運轉控制裝 置，該運轉控制裝置具備作爲混合氣形成手段的燃料噴射 閥20，該混合氣形成手段是用來將燃料供給至所吸入的空 氣而形成混合氣；及排氣裝置6，該排氣裝置6形成有排 氣通路6a，該排氣通路6a是用來將燃燒室4内的燃燒氣 體當成排放氣體導引至內燃機E的外部，而前述的燃燒氣 體是混合氣經火星塞2 1 a點燃後所燃燒形成。 被起因於燃燒室4内之混合氣的燃燒而產生的燃燒氣 體的壓力所驅動的活塞3，迴轉驅動被內燃機本體支承成 可迴轉的曲柄軸7。内燃機E所發生的動力，是透過包含 連結於曲柄軸7之變速機的動力傳達裝置而傳達至驅動 輪。 進氣裝置5具備：空氣瀘清器10，該空氣濾清器10 是用來清淨從内燃機E外部所吸入的空氣；和節流閥 1 1，該節流閥1 1是配置於進氣通路5 a内，用來控制通過 空氣濾清器1 〇之所吸入空氣的流量；及進氣管1 2，該進 氣管1 2是連接於汽缸頭2，並用來將所吸入之空氣量經節 流閥1 1控制的吸入空氣導入燃燒室4。已流入進氣管1 2 的吸入空氣，是當設於汽缸頭2的進氣口 2i被閥門裝置 23所驅動而使可開閉的進氣閥1 3呈開閥時，經由該該進 氣口 2 i流入燃燒室4。 排氣裝置6具備：排氣管1 5，該排氣管1 5是連接於 汽缸頭2;及三通觸媒裝置16，該三通觸媒裝置16是作 -12- 200916647 爲連接於排氣管1 5之排氣浄化裝置的觸媒裝置。經驅動 活塞3後之燃燒室4内的燃燒氣體，是被當成排放氣體， 並由閥門裝置23驅動設於汽缸頭2的排氣口 後，於可 開閉之排氣閥14的開閥時，經由該排氣口 而流入排氣 管15。 用來控制内燃機E之運轉狀態的運轉控制裝置，除了 組裝於進氣管12的燃料噴射閥2 〇之外，還具備：點火裝 置21’該點火裝置21具備火星塞21a;和排放氣體回流 裝置22 ’該排放氣體回流裝置22可使部分的排放氣體回 流至進氣通路5a;和閥門裝置23，該閥門裝置23具備凸 輪軸’該凸輪軸與曲柄軸7同步迴轉驅動，並用來開閉進 氣閥1 3與排氣閥1 4 ;內燃機狀態偵測手段，該內燃機狀 態偵測手段是用來偵測内燃機E的狀態；及電子控制單元 24(以下稱爲「ECU」），該電子控制單元24具備控制 手段40〜43 ’該控制手段40〜43是對應於內燃機狀態偵測 手段所測得的內燃機狀態，而分別控制燃料噴射閥20、點 火裝置2 1、排放氣體回流裝置22與閥門裝置23。 ECU24是由電腦所構成，該電腦具備：輸出入介面、 中央處理器（CPU )及記憶裝置24a，該記憶裝置24a具 有：ROM，該ROM記憶著各種控制程式與各種巨集組合 程式(macro assembly program，MAP ) Mb、Mo、Ms、 Mi、Me、Mv等；及RAM，該RAM是暫時記憶著各種資 料等。 閥門裝置23是具備閥特性可變機構23 a的可變閥門 -13- 200916647 裝置，該閥特性可變機構23a可對應於內燃 更內燃機閥之進氣閥1 3與排氣閥1 4的閥作 程量、及開閉時期中的至少其中一個。 內燃機狀態偵測手段具備：曲柄角偵測ί 角偵測器2 5是作爲用來偵測曲柄軸7之 下，稱爲「曲柄位置」）的迴轉角偵測器； 測手段3 1，該迴轉速度偵測手段3 1是用來 的內燃機轉速Ne ;和變動量偵測手段32， 手段32是用來偵測曲柄軸7之角速度ω 圖）的變動量Δω ;和節流閥開度偵測器26 測器26是用來偵測節流閥1 1的開度a : 27，該含氧感測器27是作爲空燃比偵測器 測器，該空燃比偵測器是根據作爲排放氣體 來偵測空燃比；和暖機狀態偵測手段3 3，該 手段3 3是用來偵測内燃機Ε的暖機狀態； 段34，該異常偵測手段34是用來偵測節流 26與含氧感測器27的異常；和內燃機溫度 燃機溫度偵測器是用來偵測内燃機Ε的冷卻 溫度等的內燃機溫度；及偵測手段，該偵測 機Ε起動時，分別用來偵測加速時與減速時 一倂參考第2圖，曲柄角偵測器25是 構成：磁阻2 5 a，該磁阻2 5 a是被當成設於_ 測部，而該轉子 8是被一體設於曲柄軸 25b，該感應器25b是被當成設於內燃機本 機的狀態，變 動特性的閥揚 _ 2 5，該曲柄 迴轉位置（以 和迴轉速度偵 偵測内燃機E 該變動量偵測 (請參考第2 ’該節流閥偵 和含氧感測器 的氧氣濃度偵 之成分的氧氣 暖機裝態偵測 和異常偵測手 閥開度偵測器 偵測器，該內 水或潤滑油之 手段是於内燃 〇 由以下構件所 尊子8的被偵 7 ;及感應器 體的偵測部， -14- 200916647 曲柄角偵測器25的偵測訊號是被輸入ECU24。磁阻25a 是在活塞3之上死點前的曲柄位置上，設於特定曲柄角度 Θ的範圍內。感應器25 b，是當在曲柄軸7的迴轉方向R 上分別偵測出磁阻25a的先端及後端時，輸出上升脈衝及 下降脈衝（請參考第2圖）。 因此，前述兩脈衝間之曲柄軸7的平均角速度， 可根據以下的計算式而由ECU24所算出。 在該計算式中，τ是指兩脈衝間的時間。 參考第1圖，內燃機轉速Ne是指曲柄軸7迴轉1圈 時的平均角速度，是依據曲柄角偵測器2 5的偵測訊號而 由ECU24所算出。 此外，曲柄軸7之角速度ω的變動量Δω’也是依據 曲柄角偵測器2 5的偵測訊號而由E C U 2 4所算出。具體地 說，變動量Α ω是指：在由曲柄角偵測器2 5所偵測出之曲 柄軸7的特定曲柄位置之角速度ω與內燃機轉速Ne的 差，可由以下的計算式所算出。 △ ω= coa — Ne 如此一來，作爲內燃機狀態偵測手段之一部分的迴轉 速度偵測手段3 1及變動量偵測手段3 2 ’以及稍後詳述的 -15- 200916647 暖機狀態偵測手段3 3與異常偵測手段3 4，可分別作爲 ECU24的機會g，並爲該ECU24所具備。 參考第2圖，曲柄軸7的角速度ω，可在構成内燃機 Ε之1個循環的進氣行程、壓縮行程、燃燒•***行程及 排氣行程的4個行程中的各行程形成變動。具體地說，在 進氣行程中，因產生吸入阻抗之類的泵浦動作（pumping work)而使角速度ω減少。在壓縮行程中，由於產生因燃 燒室4内的壓力上升所衍生的壓縮阻抗，導致角速度ω大 幅下降。在燃燒•***行程中，由於產生因燃燒所衍生的 能量而使燃燒室4内的壓力上升，致使角速度ω大幅增 加。在排氣行程中，在燃燒結束而使角速度ω達到峰値之 後，由於產生因摩擦阻抗與排氣所衍生之排放氣體的排出 阻抗而使角速度ω下降。 此外，在相同內燃機轉速N e (於第2圖中以二點鎖 線表示）的場合中’由於當吸入空氣量低或者低扭力時的 角速度ω，形成第2圖中實線所標示的變化，而吸入空氣 量高或高扭力時的角速度ω則形成如第2圖中之虛線所示 的變化，因此吸入空氣量越多，或者内燃機Ε所發生的扭 力越大，都將使角速度ω形成大幅的變動。 接著如第3圖所示’內燃機轉速Ne在一定的場合 中，由於角速度ω的變動量Δω與吸入空氣量之間具存在 顯著的線性關聯，因此可依據變動量△ ω來推算出每個內 燃機轉速N e的吸入空氣量。由於該變動量Α ω可利用內 燃機轉速N e等偵測所使用的曲柄角偵測器2 5加以偵測， -16- 200916647 因此可在不使用空氣流速計或進氣壓偵測器的狀態下， 成吸入空氣量的偵測。 在由變動量偵測手段3 2所偵測的曲柄軸7之特定 柄位置的變動量Δω，是依存於曲柄角偵測器25之磁 2 5a的位置，在該實施形態中，是位於活塞3之上死點 的曲柄位置，並且被作爲「進氣行程、壓縮行程、燃燒 ***行程及排氣行程的4個行程中作爲特定行程之壓縮 程」之角速度ω的變動量Δω。如此一來，藉由變動量 測手段3 2偵測於壓縮上死點前的變動量Δω，可偵測出 其他曲柄位置之變動量Δω更大的曲柄位置的變動量Δω 因此可偵測出更正確的變動量Αω。而由於壓縮上死點 値較排氣上死點的値更小，因此根據曲柄角偵測器25 算出的平均角速度toa，乃特定爲壓縮上死點前的平均 速度（〇a。 參考第1圖、第4圖，含氧感測器27具有偵測元 27，該偵測元件27是由以氧化锆作爲主體的固體電解 基材所構成，藉由偵測排放氣體中的氧氣濃度，並將理 空燃比當成分界，而分別切換地輸出以下的訊號：當空 比小於理論空燃比時輸出濃化訊號，當空燃比大於理論 燃比時輸出稀薄化訊號，並將上述的偵測訊號So輸入 ECU24。 含氧感測器27在偵測元件27a處於低溫狀態的不 性狀態時，不會產生正確地反應氧氣濃度的偵測訊 So，且不會正常地動作。因此，是根據偵測元件27a處 形 曲 阻 刖 行 偵 較 ， 的 所 角 件 質 δ冊 燃 空 至 活 號 於 -17- 200916647 形成特定溫度以上的活性狀態時所輸出的偵測訊费 控制由燃料噴射閥2 0所噴射的燃料量Q。該含氧 27並未設有加熱器，該加熱器是用來加熱偵測元件 縮短形成活性狀態爲止所需的時間，如此一來可 本。 如第4圖所示，内燃機E在冷機狀態，也就是 完成前的狀態下運轉時等，由於含氧感測器2 7處 性狀態下，濃化訊號及稀薄化訊號的振幅較小，而 測正確的空燃比。接著，内燃機E進入暖機狀態， 測元件2 7 a的溫度上升而使濃化訊號及稀薄化訊號 幅變大’在内燃機E的暖機完成的時間點，偵測元 達到特定溫度，而產生以下的輸出：正確地反應空 濃化訊號與稀薄化訊號各自形成一定値後輸出。 因此’利用含氧感測器2 7所輸出的偵測訊號 偵測内燃機E的暖機狀態。具體地說，ECU24是根 訊號S 〇 ’對該偵測訊號S 〇與記憶於記億裝置2 4 a 値進行比較’當偵測訊號So形成於特定的範圍内 如’濃化訊號爲濃化側特定値S ο η以上，且稀薄化 較濃化側特定値SOH更小的稀薄化側特定値s0L以 含氧感測器2 7是呈活性狀態，而判定爲内燃機e 已71：成’當偵測訊號S 0形成於前述特定範圍外時 感測器27則呈不活性狀態，而判定内燃機E的暖 完成。接著’ ECU24之用來判斷上述暖機狀態的 成：用來判斷内燃機E之暖機狀態的暖機狀態偵 ! s〇 - 感測器 27a以 降低成 指暖機 於不活 無法偵 隨著偵 間的振 件2 7a 燃比的 So，可 據偵測 的基準 時，譬 訊戚爲 下時， 的暖機 ，含氧 機尙未 機能構 測手段 -18- 200916647 33 ° 參考第1圖，ECU24是根據節流閥開度偵測器26 偵 '測訊號St，並在以下的狀況時判定節流閥開度偵測 26故障或者異常：當該偵測訊號並不位在正常範圍内的 態持續特定時間以上時：或在雖然偵測訊號St位於前 正常範圍内，卻可清楚得知因加速器操作量或內燃機轉 Ne等節流閥n之開度α以外的內燃機狀態使開度α產 變化的場合中，一定的偵測訊號st持續特定時間以 時。 相同地，ECU24根據含氧感測器27的偵測訊號Sc 並在以下的狀況時判定含氧感知器27故障或異常：當 測訊號 S 〇不位在正常範圍内的狀態持續特定時間以 時；或在根據内燃機E的冷卻水或潤滑油溫度等的內燃 溫度、或者運轉時間而清楚地判斷出内燃機E的暖機已 成的場合中，一定的偵測訊號s 0持續特定時間以上時 而ECU24用來判斷節流閥開度偵測器26與含氧感測器 故障或者異常的機能，則構成用來偵測節流閥開度偵測 26與含氧感測器27異常的異常偵測手段34。 空燃比控制手段40是對應於分別由節流閥開度偵 器26、迴轉速度偵測手段3 1、含氧感測器27、變動量 測手段32、暖機狀態偵測手段33及異常偵測手段34所 測的開度 α、內燃機轉速Ne、表示空燃比的偵測訊 s 0、内燃機E的暖機狀態' 變動量Α ω、及節流閥開度 測器26與含氧感測器27之各自的異常/正常，而設定 的 器 狀 述 速 生 上 偵 上 機 完 〇 27 器 測 偵 偵 號 偵 由 -19- 200916647 燃料噴射閥2 0噴射至吸入空氣的燃料量Q (譬如，燃料 噴射時間）。 而用於燃料量Q之設定的控制巨集組合程式是記憶於 記憶裝置2 4 a。該控制巨集組合程式是由以下所構成：基 本量巨集組合程式Mb ’該基本量巨集組合程式Mb是將開 度α與內燃機轉速Ne作爲變數來決定燃料量Q的基本量 Qb ;和修正用巨集組合程式Mo ’該修正用巨集組合程式 Mo是將含氧感測器27的偵測訊號So作爲變數，而決定 用來修正基本量Q b的修正係數或修正量；和特定時期燃 料巨集組合程式Ms ’該特定時期燃料巨集組合程式Ms是 將變動量Δω與內燃機轉速Ne作爲變數來決定特定時期 燃料量Q s ;及稍後說明點火巨集組合程式M i、排氣回流 巨集組合程式M e與閥門巨集組合程式M v。 參考第5圖，針對利用空燃比控制手段4 0對每個特 定時間所執行之燃料量Q的控制進行說明。 在步驟S 1中，是根據異常偵測手段3 4的偵測訊號 Sa (請參考第1圖）來判斷節流閥開度偵測器26或含氧 感測器27是否異常，當該判斷結果爲否定而節流閥開度 偵測器2 6與含氧感測器2 7均正常時，則進入步驟S 2， 並根據暖機狀態偵測手段3 3的偵測訊號S w (請參考第1 圖）來判定含氧感測器2 7是否處於活性狀態（也就是指 内燃機E的暖機已完成）。當步驟S2的判斷結果爲肯定 時，便進入步驟S3 ’並根據節流閥開度偵測器26所測得 之節流閥1 1的開度α及迴轉速度偵測手段3 1所測得的內 -20- 200916647 燃機轉速Ne ’檢索基本量巨集組合程式Mb，並設定由燃 料噴射閥20所噴射的燃料量q中對應於開度α及內燃機 轉速Ne的基本量Qb。接著，在步驟S4中，是根據含氧 感測器27的偵測訊號So來檢索修正用巨集組合程式 M〇 ’並對應於該偵測訊號S 〇修正基本量Qb後設定燃料 量Q °接著’在步驟S 5中，將用來噴射燃料量q的驅動 訊號輸入燃料噴射閥20，並由燃料噴射閥20將燃料量Q 的燃料噴射至吸入空氣中。 如此一來’當異常偵測手段3 4偵測不到節流閥開度 偵測器2 6與含氧感測器2 7呈異常，且含氧感測器2 7處 於活性狀態時’内燃機E是以一般的內燃機狀態運轉。在 該一般運轉時，執行步驟S 3、S 4的處理，空燃比控制手 段40是根據來自於活性狀態的含氧感測器27之偵測訊號 S 〇的濃化訊號及稀薄化訊號，執行一般時期控制，該一 般時期控制是指爲了形成作爲目標空燃比之理論空燃比的 混合氣而對空燃比進行控制的反饋控制。 此外，當在步驟S 1中，根據異常偵測手段34的偵測 訊號Sa偵測出節流閥開度偵測器26或含氧感測器27呈 異常，且步驟S1的判斷受到肯定時；以及當在步驟S2 中，根據暖機狀態偵測手段3 3的偵測訊號S w，含氧感測 器27並未呈現活性狀態，因此内燃機E處於暖機完成前 的狀態，且步驟S 2的判斷被否定時，内燃機E是以特定 的內燃機狀態運轉。接下來，在該特定運轉時’進入步驟 S6，並根據由變動量偵測手段32所測得的變動量Δω、及 -21 - 200916647 由迴轉速度偵測手段31所測得的內燃機轉速n e來檢索特 定時期燃料巨集組合程式Ms’並設定對應於變動量△〇〇及 內燃機轉速Ne的特定時期燃料量Qs。接著，在上述的狀 態下’是將特定時期燃料量Qs作爲燃料量q，並在步驟 S 5中’將用來噴射燃料量Q的驅動訊號輸出至燃料噴射 閥2 0，並由燃料噴射閥2 0將燃料量Q的燃料噴射至吸入 空氣內。 如此一來’當異常偵測手段3 4偵測出節流閥開度偵 測器2 ό或含氧感測器2 7異常時’或者含氧感測器2 7未 處於活性狀態時，執行步驟S 6的處理，且空燃比控制手 段40執行特定時期控制’該特定時期控制是指與來自於 含氧感測器2 7之偵測訊號S 〇沒有關連地控制空燃比的開 迴路控制（open-loop control)。因此，在該特定控制 時’不會根據含氧感測器27的偵測訊號So執行燃料量Q 的修正。 而在前述的一般時期控制中，所謂對基本量Q b的修 正’除了根據含氧感測器27之偵測訊號So的修正之外， 亦可執行根據冷卻水或潤滑油之溫度等內燃機溫度的修 正；或者起動時、加速時或減速時的修正。相同地，在前 述的特定時期控制中，所謂對特定時期燃料量QS的修 正’亦可執行根據內燃機溫度的修正；或者起動時、加速 時或減速時的修正。 參考第1圖，點火控制手段41，將曲柄角偵測器2 5 所測得的曲柄位置作爲基準，並將變動量A ω及內燃機轉 -22- 200916647 速Ne作爲變數，而根據決定點火時期點火巨集組合程式 M i來控制點火時期。排放氣體回流控制手段4 2，是將變 動量Αω及內燃機轉速Ne作爲變數，並根據決定回流控 制閥2 2 a之開度的排氣回流巨集組合程式M e來控制回流 控制閥22a，並控制排放氣體回流量。此外，閥門控制手 段43，是將變動量Αω及內燃機轉速Ne作爲變數並對應 於閥揚程量或開閉時期，而根據決定閥特性可變機構23 a 之致動器的作動位置的閥門巨集組合程式Mv來控制該致 動器。 如此一來，内燃機Ε可在不具備空氣流速偵測器及進 氣壓偵測器的狀態下，根據對應於吸入空氣量的點火時 期、排放氣體回流量及閥作動特性執行内燃機Ε的運轉控 制。 接下來，針對構成上述內容之實施形態的作用及效果 進行說明。 當暖機狀態偵測手段3 3偵測出内燃機Ε的暖機已完 了時；及當異常偵測手段34偵測不到節流閥開度偵測器 26與含氧感測器27異常時，空燃比控制手段40是根據節 流閥開度偵測器26所測得的節流閥1 1開度α及迴轉速度 偵測手段所測得的內燃機轉速Ne來設定燃料量Q的基本 量Qb，並執行「根據表示含氧感測器27所測得之空燃比 的偵測訊號S 〇來修正基本量Qb後設定燃料量Q」的一般 時期控制，當暖機狀態偵測手段3 3偵測出内燃機E的暖 機處於完成前狀態時；以及當異常偵測手段3 4偵測出節 -23- 200916647 根 速 成 量 20 精 善 氧 氧 或 的 Δ ω 器 在 地 需 流 且 26 之 料 流閥開度偵測器26或含氧感測器27異常時，是執行「 據變動量偵測手段32所測得的變動量Δω及內燃機轉 Ne來設定特定時期燃料量Qs」的特定時期控制。 如此一來，由於空燃比控制手段40是在暖機完 後，利用「根據含氧感測器27的偵測訊號So修正基本 Qb之反饋控制」的一般時期控制，設定由燃料噴射閥 所供給的燃料量Q，故可執行基於含氧感測器27之高 確度空燃比控制的運轉控制，可提高排放性能，並可改 燃料費。 此外，空燃比控制手段40在暖機完成前，因爲含 感測器27有可能未處於活性狀態，而不執行基於該含 感測器27的空燃比控制；以及當節流閥開度偵測器26 含氧感測器2 7異常時無法執行基於前述一般時期控制 空燃比控制，因此是根據等同於吸入空氣量的變動量 來設定燃料量Q。如此一來，即使在無法藉由含氧感測 27正常地偵測作爲內燃機狀態的空燃比的場合中；以及 無法分別由節流閥開度偵測器26與含氧感測器27正常 偵測作爲內燃機狀態的開度α與空燃比的場合中，並不 要設定燃料量Q時所必需之用來偵測吸入空氣量的空氣 速計或進氣壓偵測器，故可降低運轉控制裝置的成本， 即使在内燃機Ε的暖機完成前；及節流閥開度偵測器 與含氧感測器2 7異常時，也能執行對應於吸入空氣量 高精確度的空燃比控制，能有助於排放性能的提升與燃 費的改善。 -24- 200916647 由於暖機狀態偵測手段3 3是根據偵測訊號So，而於 含氧感測器27形成活性狀態時偵測出暖機完成，因此可 藉由「暖機狀態偵測手段3 3根據含氧感測器27的偵測訊 號So偵測暖機狀態，並當含氧感測器27形成活性狀態時 偵測出内燃機E的暖機完成」的方式，提高從暖機完成前 的前述特定時期控制，切換成「根據暖機完成後的偵測訊 號So設定燃料量Q」的前述一般時期控制之切換時間點 的精確度，而使根據含氧感測器2 7之空燃比控制所執行 的排放性能或燃料費改善的提高變得可能。 不僅如此，由於特定時期燃料量Q s、點火時期、排 放氣體回流量及閥作動特性的控制，是藉由分別檢索將變 動量Aco與內燃機轉速Ne作爲變數的巨集組合程式Ms、 Mi、Me、Mv而設定，故使各控制手段40〜43之控制量 的設定變得容易。 以下，針對變更前述實施形態之局部構造的實施形 態，就經變更的部分進行說明。 曲柄軸7之角速度ω的變動量Δω，雖然在前述實施 形態中是採用直接偵測曲柄軸7之角速度ω的偵測値的方 式’但亦可採用「藉由偵測與曲柄軸7同步迴轉之迴轉軸 (譬如’閥門裝置2 3的凸輪軸或内燃機Ε之輔助設備的 驅動軸）的角速度ω，而間接地偵測曲柄軸7之角速度ω 的偵測値」的方式。 氧氣濃度偵測器，也可以是線性地偵測排放氣體中之 氧氣濃度（亦即空燃比）的LAF偵測器。在該場合中，可 -25- 200916647 藉由將目標空燃比設定成稀薄空燃比，使燃料費的改善變 得可能。 變動量Δ ω，也可以是1個循環之壓縮行程以外的行 程中的變動量。 内燃機Ε，也可以搭載於車輛以外的機械。 【圖式簡單說明】 第1圖：是顯示採用本發明之内燃機的運轉控制裝置 的構造圖。 第2圖：是顯示第1圖之内燃機的行程與磁阻、脈衝 及曲柄軸的角速度間之關係的圖。 第3圖：是第1圖的内燃機中，將內燃機轉速作爲參 數，而顯示角速度之變動量的絶對値與吸入空氣間之關係 的圖表。 第4圖：是顯示第1圖的内燃機從暖機完成前的狀態 到運轉開始後，含氧感測器之偵測訊號的變化的圖表。 第5圖：爲顯示根據第1圖所示運轉控制裝置之空燃 比控制手段的控制步驟的流程圖。 【主要元件符號說明】 3 :活塞 7 :曲柄軸 11 :節流閥 2〇 :燃料噴射閥 -26- 200916647200916647 IX. [Technical Field] The present invention is an operation control device for an internal combustion engine having the following components: Internal combustion engine state detecting means 'The internal combustion engine state detecting means is for detecting the state of the internal combustion engine, And air-fuel ratio control means, The air-fuel ratio control means is based on the state of the internal combustion engine measured by the internal combustion engine state detecting means. The amount of fuel supplied by the mixed gas forming means is set. [Prior Art] The internal combustion engine includes an internal combustion engine mounted on a vehicle. In the case of an increase in fuel costs and an increase in emission performance requirements, In order to make the internal combustion engine meeting the above requirements, the cost reduction is extremely important. For example, the operation control device of the internal combustion engine known to the public is: Throttle opening detector, The throttle opening detector is used to detect the throttle valve; And time detection means, The time detection means is used to detect the time required for the crankshaft to rotate a particular crank angle; And an air-fuel ratio control means for setting the amount of fuel supplied by the fuel injection valve of the mixed gas forming means, and the air-fuel ratio control means is performing switching of the following control in accordance with the operating range of the internal combustion engine : The control of the fuel amount is set according to the opening degree of the throttle valve; And the amount of intake air calculated based on the time measured by the time detection means, Set the control of the fuel quantity (for example, Please refer to Patent Document 1). According to the operation control device, In order to set the fuel supply amount, the amount of intake air is calculated based on the time measured by the time detecting means. Therefore, no air flow meter or intake air pressure detector is required. Therefore, the cost of the -5-200916647 rotary control unit can be reduced. In addition, in order to achieve improvement in fuel costs and improvement in emission performance, The basic amount of the fuel supply amount supplied by the mixed gas forming means is set based on the state of the internal combustion engine measured by the internal combustion engine state detecting means for detecting the state of the internal combustion engine, and is based on the air-fuel ratio for detecting the exhaust gas component. The air-fuel ratio measured by an air-fuel ratio detector (such as the 'oxygen concentration detector'), An operation control device for an internal combustion engine that sets a fuel amount after correcting the basic amount is also well known. [Patent Document 1] JP-A-2004-108289 SUMMARY OF THE INVENTION [Problem to be Solved by the Invention] In an internal combustion engine, the operation control including the air-fuel ratio control is included. It is based on the internal combustion engine state detecting means for detecting the state of the internal combustion engine to perform control. The premise is that the detecting means can correctly detect the state of the internal combustion engine. An air-fuel ratio detector for detecting exhaust gas components, As long as it is not above the temperature at which the active state is formed, It is impossible to generate a normal signal. Then, when the internal combustion engine is in a cold state, That is, the state before the warm-up is completed, etc., because the air-fuel ratio detector is not in an active state, The air-fuel ratio control based on the air-fuel ratio detector is stopped. During this period, it is difficult to perform high-precision air-fuel ratio control. for example, In the case where the air-fuel ratio control is performed according to the throttle opening degree, Due to the low opening state of the throttle valve during idle operation and low load operation, It is an operating state in which the amount of change in the amount of intake air is large. Therefore, it is not easy to improve the accuracy of the air-fuel ratio control. -6- 200916647 Therefore, In order to shorten the time required for the air-fuel ratio detector to form an activation, Although it is only necessary to heat the air-fuel ratio detector with a heater, the cost increases due to the setting of the heater. identically, When the internal combustion engine state detection means including the air-fuel ratio detector is in an abnormal state or is faulty, Highly accurate operational control has also become difficult. The present invention has been made in view of the above problems, The object of the invention described in claims 1 to 3 is to provide a type of: It is possible to achieve cost reduction of the operation control device of the internal combustion engine. Further, even in the case where the internal combustion engine state detecting means necessary for setting the amount of fuel supplied from the mixed gas forming means cannot normally detect the state of the internal combustion engine, It is also possible to execute an operation control device based on the operation control of the high-precision air-fuel ratio control. The object of the invention described in claim 2 is: Further improving the control of the specific period from the completion of the warm-up performed by the air-fuel ratio control means, Switching to the accuracy of the switching period of the general time control performed by the air-fuel ratio detector. [Means for Solving the Problem] The invention described in claim 1 is It is an operation control device for an internal combustion engine having the following components: Internal combustion engine state detection means, The internal combustion engine state detecting means is for detecting the state of the internal combustion engine; And a mixture of gas formation means, The mixed gas forming means is for mixing fuel into the intake air; And air-fuel ratio control, The air-fuel ratio control means is used to set the amount of fuel supplied by the aforementioned mixture forming hand. The feature is that the aforementioned internal combustion engine state detecting hand lx has a _f choke valve width detector. The throttle opening detector is used to detect the opening of the throttle valve of the foregoing internal combustion engine in 200916647; And an air-fuel ratio detector, The air-fuel ratio detector detects the air-fuel ratio according to the composition of the exhaust gas of the foregoing internal combustion engine; And variable detection means, The variation detecting means is for detecting a variation amount of an angular velocity of a crankshaft of the internal combustion engine; And warm-up status detection means, The warm-up state detecting means is for detecting the warm-up state of the aforementioned internal combustion engine. The aforementioned air-fuel ratio control means performs the following control: General period control, The general period control is to set the basic amount of the fuel amount based on the opening degree measured by the throttle opening detector. And correcting the basic amount and correcting the amount of fuel according to the air-fuel ratio measured by the air-fuel ratio detector; And specific period of control, The specific period control is to set the fuel amount based on the aforementioned fluctuation amount measured by the fluctuation amount detecting means. The air-fuel ratio control means, when the warm-up state detecting means detects that the internal combustion engine is in a state before the warm-up is completed, Perform the aforementioned specific period of control, When the warm-up state detecting means detects that the internal combustion engine has completed the warm-up, Then the aforementioned general period control is performed. The invention described in claim 2, It is an operation control device for the internal combustion engine described in claim 1. The aforementioned warm-up state detecting means, The detection of the warm-up state is based on the detection signal of the air-fuel ratio detector described above. The warm-up of the aforementioned internal combustion engine is measured when the air-fuel ratio detector is in an active state. The invention described in claim 3, It is an operation control device for an internal combustion engine having the following components: Internal combustion engine state detection means, The internal combustion engine state detecting means is for detecting the state of the internal combustion engine; And a mixture of gas formation means, The mixed gas forming means is for mixing fuel into the intake air; And air-fuel ratio control -8- 200916647 means, The air-fuel ratio control means is for setting the amount of fuel supplied by the mixture forming means. Its characteristics are: The aforementioned internal combustion engine state detection means has: Throttle opening detector, The throttle opening detector is configured to detect the opening of the throttle valve of the foregoing internal combustion engine; And an air-fuel ratio detector, The air-fuel ratio detector detects the air-fuel ratio according to the composition of the exhaust gas of the foregoing internal combustion engine; And variable detection means, The variation detecting means is for detecting a variation amount of an angular velocity of a crankshaft of the internal combustion engine; And anomaly detection, The abnormality detecting means is for detecting an abnormal state of the throttle valve opening detector and the air-fuel ratio detector. The aforementioned air-fuel ratio control means performs the following control ‘· general period control, The general period control is to set the basic amount of the fuel amount according to the opening degree measured by the throttle opening detector. And correcting the basic amount according to the air-fuel ratio measured by the air-fuel ratio detector to set the fuel amount; And control over a specific period of time, The specific period control is to set the fuel amount based on the amount of fluctuation measured by the fluctuation amount detecting means. The air-fuel ratio control means is when the abnormality detecting means detects that the throttle opening detector or the air-fuel ratio detector is abnormal. Perform the aforementioned specific period control, When the abnormality detecting means does not detect that the throttle opening detector and the air-fuel ratio detector are abnormal, Perform the aforementioned general period control. [Effects of the Invention] According to the invention described in claim 1, Air-fuel ratio control means, After the warm-up of the internal combustion engine is completed, The general period control is used to set the amount of fuel supplied by the mixed gas forming means, The general period control is based on the detection signal of the air-fuel ratio detector -9-200916647 to correct the basic amount set according to the throttle opening degree. Therefore, the operation control can be performed according to the high-accuracy air-fuel ratio control of the air-fuel ratio detector to improve the emission performance. And improve fuel costs. In addition, Before the warm-up of the internal combustion engine is completed, The air-fuel ratio detector may not form an active state. Therefore, the air-fuel ratio control means sets the amount of fuel supplied by the mixed gas forming means based on the amount of fluctuation of the angular velocity of the crankshaft equal to the amount of intake air. Air-fuel ratio control of the air-fuel ratio detector. In this case, even in the case where the air-fuel ratio as the state of the internal combustion engine cannot be normally detected by the air-fuel ratio detector, An air flow meter or an intake pressure detector for detecting the amount of intake air, which is necessary when setting the fuel amount, Therefore, the cost of the operation control device can be reduced. And high-precision air-fuel ratio control corresponding to the amount of intake air can be performed even before the warm-up of the internal combustion engine is completed, It contributes to the improvement of emission performance and the improvement of fuel costs. According to the matters listed in request 2, Since the warm-up state detection means is based on the detection signal of the air-fuel ratio detector, When the air-fuel ratio detector is in an active state, the warm-up is detected, Therefore, it is possible to improve the control of a specific period before the completion of the warm-up. Switching to the accuracy of the general period control of the fuel amount based on the detection signal of the air-fuel ratio detector after the warm-up is completed, The improvement in emission performance or fuel cost achieved by the air-fuel ratio control according to the air-fuel ratio detector can be improved. According to the matters described in claim 3, Due to air-fuel ratio control means, When the throttle opening detector and the air-fuel ratio detector are normal, The amount of fuel supplied by the mixed gas forming means is set according to the general period control, The above-mentioned general period control is to correct the basic amount set according to the opening degree of the throttle valve according to the detection signal of the air-fuel ratio detector -10-200916647. Therefore, the operation control of the air-fuel ratio control according to the accuracy of the cylinder can be performed. This high-accuracy air-fuel ratio control is performed based on the air-fuel ratio detector. Can improve emissions performance, And improve fuel costs. In addition, When the throttle opening detector or the air-fuel ratio detector is abnormal, Unable to perform air-fuel ratio control based on general period control, Therefore, the air-fuel ratio control means, Is the amount of change in the angular velocity of the crankshaft equal to the amount of air taken in, The amount of fuel supplied by the mixed gas forming means. As a result, Even in the case where the throttle opening detector and the air-fuel ratio detector cannot be used to correctly detect the opening degree and the air-fuel ratio of the throttle valve which is the state of the internal combustion engine, By the same reason as the invention described in claim 1, Reduce the cost of operating control devices, And even if the throttle opening detector or the air-fuel ratio detector is abnormal, High-precision air-fuel ratio control corresponding to the amount of intake air can also be performed, It contributes to improved emissions performance and improved fuel costs. [Embodiment] Hereinafter, Embodiments of the present invention will be described with reference to Figs. 1 to 5 . Referring to Figure 1, Having the operation control device using the present invention (below, Internal combustion engine E, simply referred to as "operation control device", It is a single-cylinder 4-stroke internal combustion engine. And it is mounted on a machine such as a vehicle. Such as a locomotive or a straddle-type vehicle. The internal combustion engine E has: Internal combustion engine body, The internal combustion engine body has a cylinder block 1 into which the piston 3 can be fitted to reciprocate. And a cylinder head 2 coupled to the cylinder block 1; And the air intake device 5, The air intake device 5 is formed with an intake passage -11 - 200916647 road 5a, The intake passage 5a is for introducing the sucked air into the combustion chamber 4 formed between the piston 3 and the cylinder head 2 in the internal combustion engine body; Operation control device, This operation control device includes a fuel injection valve 20 as a mixed gas forming means. The mixed gas forming means is for supplying fuel to the inhaled air to form a mixed gas; And the exhaust device 6, The exhaust device 6 is formed with an exhaust passage 6a, The exhaust passage 6a is for guiding the combustion gas in the combustion chamber 4 as an exhaust gas to the outside of the internal combustion engine E. The aforementioned combustion gas is formed by combustion of the mixed gas after being ignited by the spark plug 2 1 a. The piston 3 driven by the pressure of the combustion gas generated by the combustion of the mixture in the combustion chamber 4, The slewing drive is supported by the internal combustion engine body as a rotatable crankshaft 7. The power generated by the internal combustion engine E, It is transmitted to the drive wheels through a power transmission device including a transmission connected to the crankshaft 7. The air intake device 5 is provided with: Air cleaner 10, The air cleaner 10 is for cleaning air taken in from outside the internal combustion engine E; And throttle valve 1 1, The throttle valve 1 1 is disposed in the intake passage 5 a. Used to control the flow of air drawn through the air filter 1; And the intake pipe 1 2, The intake pipe 12 is connected to the cylinder head 2, And the suction air for controlling the amount of air sucked through the throttle valve 1 is introduced into the combustion chamber 4. The intake air that has flowed into the intake pipe 12, When the intake port 2i provided in the cylinder head 2 is driven by the valve device 23 to open the openable and closeable intake valve 13 The inlet port 2 i flows into the combustion chamber 4 through the inlet port 2 i. The exhaust device 6 is provided with: Exhaust pipe 1 5, The exhaust pipe 15 is connected to the cylinder head 2; And a three-way catalyst device 16, The three-way catalyst device 16 is a catalyst device for the exhaust gas purification device connected to the exhaust pipe 15 as -12-200916647. The combustion gas in the combustion chamber 4 after driving the piston 3, Is treated as an exhaust gas, And after the valve device 23 drives the exhaust port provided in the cylinder head 2, When the openable and closable exhaust valve 14 is opened, The exhaust pipe 15 flows into the exhaust pipe 15 through the exhaust port. An operation control device for controlling the operating state of the internal combustion engine E, Except for the fuel injection valve 2 组装 assembled to the intake pipe 12, Also has: Ignition device 21', the ignition device 21 is provided with a spark plug 21a; And the exhaust gas return device 22', the exhaust gas return device 22 can return part of the exhaust gas to the intake passage 5a; And valve device 23, The valve device 23 is provided with a camshaft, which is driven in synchronism with the crankshaft 7. And used to open and close the inlet valve 13 and the exhaust valve 1 4; Internal combustion engine state detection means, The internal combustion engine state detecting means is for detecting the state of the internal combustion engine E; And an electronic control unit 24 (hereinafter referred to as "ECU"), The electronic control unit 24 is provided with control means 40 to 43'. The control means 40 to 43 are internal combustion engine states measured in response to the internal combustion engine state detecting means. And separately controlling the fuel injection valve 20, Fire device 2 1. The gas return device 22 and the valve device 23 are exhausted. The ECU 24 is composed of a computer. The computer has: Input and output interface, a central processing unit (CPU) and a memory device 24a, The memory device 24a has: ROM, The ROM memorizes various control programs and various macro assembly programs (macro assembly program, MAP) Mb, Mo, Ms, Mi, Me, Mv et al; And RAM, This RAM is a temporary memory of various materials and the like. The valve device 23 is a variable valve -13-200916647 device having a valve characteristic variable mechanism 23a. The valve characteristic variable mechanism 23a can correspond to the valve operation amount of the intake valve 13 and the exhaust valve 14 of the internal combustion engine and the internal combustion engine valve, And at least one of the opening and closing periods. The internal combustion engine state detection means has: The crank angle detection ί angle detector 2 5 is used to detect the crank shaft 7 below, a gyro angle detector called "crank position"); Measuring means 3 1, The rotation speed detecting means 3 1 is used for the engine speed Ne; And the variable amount detecting means 32, The means 32 is for detecting the variation Δω of the angular velocity ω of the crankshaft 7; And the throttle opening detector 26 is used to detect the opening a of the throttle valve 1: 27, The oxygen sensor 27 is used as an air-fuel ratio detector. The air-fuel ratio detector detects the air-fuel ratio based on the exhaust gas; And warm-up state detection means 3 3, The means 3 3 is for detecting the warm-up state of the internal combustion engine; Paragraph 34, The abnormality detecting means 34 is for detecting an abnormality of the throttle 26 and the oxygen sensor 27; And the temperature of the internal combustion engine, the gas turbine temperature detector is used to detect the temperature of the internal combustion engine such as the cooling temperature of the internal combustion engine; And means of detection, When the detector is started, Used to detect acceleration and deceleration, respectively, refer to Figure 2, The crank angle detector 25 is constructed as follows: Magnetoresistance 2 5 a, The magnetoresistance 2 5 a is set as the measuring unit. The rotor 8 is integrally provided to the crankshaft 25b. The inductor 25b is assumed to be installed in the internal combustion engine. Valve characteristics of the variable characteristics _ 2 5, The crank rotation position (detecting the internal combustion engine E and the fluctuation amount detection by the rotation speed detection (please refer to the second 'the throttle valve detection and the oxygen concentration detection component of the oxygen sensor) And an abnormality detection hand valve detector detector, The means of internal water or lubricating oil is the internal combustion 〇 被 〇 〇 〇 〇 〇 〇 〇 〇 〇 〇 〇 〇 〇 〇 And the detecting portion of the sensor body, -14- 200916647 The detection signal of the crank angle detector 25 is input to the ECU 24. The magnetic resistance 25a is at the crank position before the dead point of the piston 3, Set within a specific crank angle Θ. Sensor 25 b, When the tip end and the rear end of the magnetoresistive resistor 25a are respectively detected in the rotation direction R of the crankshaft 7, Output rising pulse and falling pulse (refer to Figure 2). therefore, The average angular velocity of the crankshaft 7 between the aforementioned two pulses, It can be calculated by the ECU 24 based on the following calculation formula. In this calculation formula, τ is the time between two pulses. Referring to Figure 1, The engine speed Ne is the average angular velocity when the crankshaft 7 is rotated one revolution. It is calculated by the ECU 24 based on the detection signal of the crank angle detector 25. In addition, The amount of change Δω' of the angular velocity ω of the crankshaft 7 is also calculated from E C U 2 4 based on the detection signal of the crank angle detector 25. Specifically, The amount of change Α ω means: The difference between the angular velocity ω of the specific crank position of the crankshaft 7 detected by the crank angle detector 25 and the engine speed Ne, It can be calculated by the following calculation formula. △ ω = coa — Ne, so The swing speed detecting means 3 1 and the fluctuation amount detecting means 3 2 ' which are part of the internal combustion engine state detecting means, and the -15-200916647 warm-up state detecting means 3 3 and the abnormality detecting means 3 4 which will be described later in detail , Can be used as the opportunity g of the ECU 24, It is provided for the ECU 24. Referring to Figure 2, The angular velocity ω of the crankshaft 7, It can be used in the intake stroke of one cycle of the internal combustion engine. Compression stroke, Each of the four strokes of the combustion, explosion stroke, and exhaust stroke changes. Specifically, In the intake stroke, The angular velocity ω is reduced by a pumping work such as suction resistance. During the compression stroke, Due to the compression impedance derived from the pressure rise in the combustion chamber 4, This causes the angular velocity ω to drop significantly. During the burning and exploding journey, The pressure in the combustion chamber 4 rises due to the energy derived from the combustion, This causes the angular velocity ω to increase significantly. In the exhaust stroke, After the end of the combustion and the angular velocity ω reaches a peak, The angular velocity ω is lowered due to the discharge impedance of the exhaust gas derived from the frictional resistance and the exhaust gas. In addition, In the case of the same engine speed N e (indicated by a two-point lock line in Fig. 2), the angular velocity ω when the intake air amount is low or the torque is low, Forming the changes indicated by the solid lines in Figure 2, The angular velocity ω when the amount of intake air is high or the torque is high is changed as shown by the broken line in Fig. 2, Therefore, the more air is inhaled, Or the greater the torque generated by the internal combustion engine, Both will cause a large change in the angular velocity ω. Then, as shown in Fig. 3, the engine speed Ne is in a certain situation, Since there is a significant linear relationship between the variation Δω of the angular velocity ω and the amount of intake air, Therefore, the amount of intake air per engine internal combustion engine speed N e can be derived from the fluctuation amount Δ ω . Since the variation Α ω can be detected by the crank angle detector 25 used for detecting the internal combustion engine speed N e or the like, -16- 200916647 Therefore, without using an air flow meter or an intake pressure detector, Detection of the amount of intake air. The amount of change Δω of the specific shank position of the crankshaft 7 detected by the fluctuation amount detecting means 3 2, It is dependent on the position of the magnetic pole 5 5a of the crank angle detector 25. In this embodiment, Is the crank position at the top of the piston 3, And is used as the "intake stroke, Compression stroke, The fluctuation amount Δω of the angular velocity ω of the compression stroke of the specific stroke in the four strokes of the combustion explosion stroke and the exhaust stroke. As a result, The variation Δω before the compression top dead center is detected by the variation measuring means 3 2, It is possible to detect the fluctuation amount Δω of the crank position in which the fluctuation amount Δω of the other crank positions is larger, so that a more accurate fluctuation amount Αω can be detected. And because the compression top dead center is smaller than the top dead center of the exhaust, Therefore, the average angular velocity toa calculated from the crank angle detector 25, It is specifically the average speed before compression top dead center (〇a. Refer to Figure 1, Figure 4, The oxygen sensor 27 has a detection element 27, The detecting element 27 is composed of a solid electrolytic substrate mainly composed of zirconia. By detecting the concentration of oxygen in the exhaust gas, And take the air-fuel ratio as a component, The switches respectively output the following signals: Outputting a rich signal when the space ratio is less than the theoretical air-fuel ratio, When the air-fuel ratio is greater than the theoretical combustion ratio, the output is thinned, The above-mentioned detection signal So is input to the ECU 24. When the oxygen sensor 27 detects that the element 27a is in a low temperature state, Does not produce a detection signal So that correctly reflects the oxygen concentration, And will not operate normally. therefore, According to the shape resistance of the detecting component 27a, the detection is performed. The angular velocity of the δ volume is from -17 to 200916647. The detection signal output when the active state is above a certain temperature is controlled. The amount of fuel Q injected by the fuel injection valve 20 is controlled. The oxygen-containing 27 does not have a heater. The heater is used to heat the detecting element to shorten the time required to form an active state. This is a good thing. As shown in Figure 4, Internal combustion engine E is in a cold state, That is, when running in the state before completion, etc. Due to the oxygen sensor 2 7 in the state of sexuality, The amplitude of the thickened signal and the thinned signal is small, And measure the correct air-fuel ratio. then, The internal combustion engine E enters a warm state, The temperature of the measuring element 2 7 a rises to make the thickening signal and the thinning signal amplitude larger.] At the time when the warming up of the internal combustion engine E is completed, The detection element reaches a certain temperature, And produce the following output: Correctly reacting the empty signal and the thinning signal to form a certain output. Therefore, the warm-up state of the internal combustion engine E is detected by the detection signal output from the oxygen sensor 27. Specifically, The ECU 24 is the root signal S 〇 'comparing the detection signal S 〇 with the memory of the device 2 4 a ' when the detection signal So is formed within a specific range, such as the 'concentration signal is the concentration side specific 値S ο η or more, And thinning the thinner side of the specific 値SOH on the concentrated side, the specific 値s0L is active, and the oxygen sensor 27 is active. And it is judged that the internal combustion engine e has 71: When the detection signal S 0 is formed outside the aforementioned specific range, the sensor 27 is in an inactive state. It is determined that the warming of the internal combustion engine E is completed. Then, the ECU 24 determines the state of the warm-up state: The state of the warm-up state used to judge the warm-up state of the internal combustion engine E! S〇 - sensor 27a to lower the temperature of the indicator, not to be able to detect the vibration of the detector 2 7a According to the benchmark of detection, When the news is down, Warming up, Oxygen-containing machine 尙 not functional means -18- 200916647 33 ° Refer to Figure 1, The ECU 24 detects the signal ST according to the throttle opening detector 26. And in the following conditions, it is determined that the throttle opening detection 26 is faulty or abnormal: When the detection signal is not in the normal range for more than a certain period of time: Or while the detection signal St is in the normal range before, However, it is clear that in the case where the state of the internal combustion engine other than the opening degree α of the throttle valve n such as the accelerator operation amount or the internal combustion engine is changed, the opening degree α is changed. A certain detection signal st lasts for a certain period of time. identically, The ECU 24 determines the malfunction or abnormality of the oxygen sensor 27 based on the detection signal Sc of the oxygen sensor 27 and in the following conditions: When the test signal S 〇 is not in the normal range for a certain period of time; Or in the internal combustion temperature according to the temperature of the cooling water or the lubricating oil of the internal combustion engine E, Or when the operation time is clear to determine that the warm-up of the internal combustion engine E has been completed, When the certain detection signal s 0 continues for a certain time or longer, the ECU 24 determines the malfunction or abnormal function of the throttle opening detector 26 and the oxygen sensor. Then, an abnormality detecting means 34 for detecting the abnormality of the throttle opening detection 26 and the oxygen sensor 27 is formed. The air-fuel ratio control means 40 corresponds to the throttle opening degree detector 26, respectively. Swing speed detection means 3 1. Oxygen sensor 27, Change measure means 32, The opening degree α measured by the warm-up state detecting means 33 and the abnormality detecting means 34, Internal combustion engine speed Ne, Detection signal indicating air-fuel ratio s 0, The warm-up state of the internal combustion engine E's variation Α ω, And the abnormality/normality of the throttle valve opening detector 26 and the oxygen sensor 27, And the set of the state of the fast-tracking machine is detected by the detector. -19- 200916647 The amount of fuel injected into the intake air by the fuel injection valve 20 (for example, Fuel injection time). The control macro combination program for setting the fuel amount Q is stored in the memory device 24a. The control macro assembly program is composed of the following: The basic quantity macro combination program Mb' is a basic quantity macro combination program Mb which determines the basic quantity Qb of the fuel quantity Q by using the opening degree α and the engine speed Ne as variables. And the correction macro combination program Mo ’ the correction macro combination program Mo uses the detection signal So of the oxygen sensor 27 as a variable. And determining the correction coefficient or correction amount used to correct the basic quantity Q b ; And the specific period fuel macro combination program Ms' of the specific period fuel macro combination program Ms is to determine the specific period fuel amount Q s by using the variation Δω and the engine speed Ne as variables. And later explain the ignition macro combination program M i, Exhaust gas recirculation The macro combination program Me and the valve macro combination program M v. Refer to Figure 5, The control of the fuel amount Q executed for each specific time by the air-fuel ratio control means 40 will be described. In step S1, It is determined whether the throttle opening detector 26 or the oxygen sensor 27 is abnormal according to the detection signal Sa of the abnormality detecting means 34 (refer to FIG. 1). When the result of the determination is negative and the throttle opening detector 26 and the oxygen sensor 27 are both normal, Then proceed to step S2, According to the detection signal S w of the warm state detecting means 3 3 (please refer to FIG. 1 ), it is determined whether the oxygen sensor 27 is in an active state (that is, the warming up of the internal combustion engine E has been completed). When the judgment result of step S2 is affirmative, Then, the process proceeds to step S3' and the internal temperature -20-200916647 gas turbine rotation speed Ne measured by the opening degree α of the throttle valve 1 and the rotation speed detecting means 3 1 measured by the throttle opening detector 26. 'Retrieve the basic quantity macro combination program Mb, The basic amount Qb corresponding to the opening degree α and the engine speed Ne is set in the amount of fuel q injected by the fuel injection valve 20. then, In step S4, The correction macro combination program M〇′ is searched according to the detection signal So of the oxygen sensor 27, and the fuel amount Q° is set corresponding to the detection signal S 〇the correction basic quantity Qb. Then, in step S 5 , A drive signal for injecting the fuel amount q is input to the fuel injection valve 20, The fuel of the fuel amount Q is injected into the intake air by the fuel injection valve 20. As a result, when the abnormality detecting means 34 does not detect the throttle opening degree, the detector 2 6 and the oxygen sensor 27 are abnormal. When the oxygen sensor 27 is in an active state, the internal combustion engine E is operated in a general internal combustion engine state. During this general operation, Step S3 is performed. S 4 processing, The air-fuel ratio control means 40 is a thickening signal and a thinning signal according to the detection signal S 〇 of the oxygen sensor 27 from the active state. Perform general period control, The general period control refers to feedback control for controlling the air-fuel ratio in order to form a mixed gas which is the stoichiometric air-fuel ratio of the target air-fuel ratio. In addition, When in step S1, According to the detection signal Sa of the abnormality detecting means 34, the throttle opening detector 26 or the oxygen sensor 27 is abnormal. And the judgment of step S1 is affirmative; And when in step S2, According to the detection signal S w of the warm-up state detecting means 3 3, The oxygen sensor 27 does not exhibit an active state. Therefore, the internal combustion engine E is in a state before the warm-up is completed, And when the judgment of step S 2 is denied, The internal combustion engine E is operated in a specific internal combustion engine state. Next, At the specific operation, 'go to step S6, And based on the amount of change Δω measured by the variation detecting means 32, And -21 - 200916647 retrieve the specific period fuel macro combination program Ms' by the engine speed n e measured by the swing speed detecting means 31 and set the specific period fuel amount Qs corresponding to the fluctuation amount Δ〇〇 and the engine speed Ne. then, In the above state, 'the fuel amount Qs for a specific period is taken as the fuel amount q, And in step S5, the drive signal for injecting the fuel amount Q is output to the fuel injection valve 20, The fuel of the fuel amount Q is injected into the intake air by the fuel injection valve 20. In this way, when the abnormality detecting means 3 4 detects that the throttle opening detector 2 or the oxygen sensor 27 is abnormal or the oxygen sensor 27 is not active, Performing the processing of step S6, The air-fuel ratio control means 40 performs a specific period control. The specific period control means an open-loop control that controls the air-fuel ratio without being associated with the detection signal S 〇 from the oxygen sensor 27. therefore, At this specific control, the correction of the fuel amount Q is not performed based on the detection signal So of the oxygen sensor 27. In the aforementioned general period control, The correction of the basic quantity Q b is performed in addition to the correction of the detection signal So of the oxygen-containing sensor 27 Correction of the temperature of the internal combustion engine based on the temperature of the cooling water or the lubricating oil may also be performed; Or at the start, Correction during acceleration or deceleration. identically, In the specific period control described above, The correction of the fuel amount QS for a specific period can also be performed in accordance with the correction of the temperature of the internal combustion engine; Or at the start, Correction during acceleration or deceleration. Referring to Figure 1, Ignition control means 41, Using the crank position measured by the crank angle detector 25 as a reference, And the variation A ω and the internal combustion engine turn -22- 200916647 speed Ne as variables, The ignition timing is controlled according to the ignition timing ignition combination program M i . Exhaust gas backflow control means 4 2, The variable amount Αω and the engine speed Ne are used as variables. And controlling the return control valve 22a according to the exhaust gas recirculation macro combination program Me e which determines the opening degree of the reflux control valve 2 2 a, And control the return flow of exhaust gas. In addition, Valve control section 43, The variable amount Αω and the engine speed Ne are used as variables and correspond to the valve lift amount or the opening and closing period. The actuator is controlled by a valve macro combination program Mv that determines the operating position of the actuator of the valve characteristic variable mechanism 23a. As a result, The internal combustion engine can be equipped without an air flow rate detector and an air pressure detector. According to the ignition timing corresponding to the amount of intake air, The exhaust gas return flow and valve actuation characteristics perform the operation control of the internal combustion engine. Next, The actions and effects of the embodiments constituting the above will be described. When the warm-up state detecting means 3 3 detects that the warm-up of the internal combustion engine has been completed; And when the abnormality detecting means 34 detects that the throttle opening detector 26 and the oxygen sensor 27 are abnormal, The air-fuel ratio control means 40 sets the basic amount Qb of the fuel amount Q based on the throttle opening degree α of the throttle opening detector 26 and the engine speed Ne measured by the swing speed detecting means. , And performing the general period control of "setting the fuel amount Q" based on the detection signal S 〇 indicating the air-fuel ratio measured by the oxygen sensor 27 to correct the basic amount Qb, When the warm-up state detecting means 3 3 detects that the warm-up of the internal combustion engine E is in the pre-completion state; And when the abnormality detecting means 34 detects the section -23-200916647, the speed of the volume is 20, the oxygen oxygen or the Δω is in the ground demand and the flow rate valve detector 26 or the oxygen sensing When the device 27 is abnormal, It is a specific time control for executing the "variable amount Δω measured by the fluctuation amount detecting means 32 and the engine timing to set a specific period fuel amount Qs". As a result, Since the air-fuel ratio control means 40 is after warming up, Using the general period control of "correcting the feedback control of the basic Qb according to the detection signal So of the oxygen sensor 27", Setting the amount of fuel Q supplied by the fuel injection valve, Therefore, the operation control based on the high air-fuel ratio control of the oxygen sensor 27 can be performed. Can improve emissions performance, The fuel fee can be changed. In addition, The air-fuel ratio control means 40 before the warm-up is completed, Because the sensor 27 may not be active, The air-fuel ratio control based on the sensor 27 is not performed; And when the throttle opening detector 26 is abnormal in the oxygen sensor 27, the air-fuel ratio control based on the aforementioned general period control cannot be performed, Therefore, the fuel amount Q is set in accordance with the amount of fluctuation equivalent to the amount of intake air. As a result, Even in the case where the air-fuel ratio as the state of the internal combustion engine cannot be normally detected by the oxygen-containing sensing 27; And in the case where the opening degree α and the air-fuel ratio of the internal combustion engine state are not normally detected by the throttle opening detector 26 and the oxygen sensor 27, respectively. An airspeed gauge or an intake pressure detector that is necessary to detect the amount of intake air that is necessary to set the fuel amount Q. Therefore, the cost of the operation control device can be reduced. Even before the warm-up of the internal combustion engine is completed; And the throttle opening detector and the oxygen sensor 27 are abnormal, It is also possible to perform air-fuel ratio control corresponding to high precision of intake air amount, It can contribute to the improvement of emission performance and the improvement of fuel consumption. -24- 200916647 Since the warm-up state detection means 3 3 is based on the detection signal So, When the oxygen sensor 27 is in an active state, the warming up is detected. Therefore, the warm-up state detection means 3 3 can detect the warm-up state based on the detection signal So of the oxygen-containing sensor 27, And when the oxygen sensor 27 is in an active state, the manner in which the warm-up of the internal combustion engine E is completed is detected, Increase the aforementioned specific period of control from the completion of warm-up, Switching to the accuracy of the switching time point of the aforementioned general period control of "setting the fuel amount Q according to the detection signal So after the warm-up is completed", It is possible to improve the emission performance or fuel cost improvement performed by the air-fuel ratio control of the oxygen sensor 27. Not only that, Due to the fuel quantity Q s at a specific time, Ignition period, Control of the return flow of the exhaust gas and the actuation characteristics of the valve, By separately searching the macro combination program Ms which uses the variable amount Aco and the engine speed Ne as variables, Mi, Me, Mv is set, Therefore, setting of the control amount of each of the control means 40 to 43 is facilitated. the following, With respect to changing the embodiment of the partial structure of the above embodiment, Explain the changed part. The amount of change Δω of the angular velocity ω of the crankshaft 7 is In the foregoing embodiment, the method of directly detecting the angular velocity ω of the crankshaft 7 is used, but "the rotary shaft that detects the rotation with the crankshaft 7 (for example, the valve device 23 can also be used). The angular velocity ω of the camshaft or the drive shaft of the auxiliary device of the internal combustion engine Indirectly, the manner of detecting the angular velocity ω of the crankshaft 7 is detected. Oxygen concentration detector, It may also be a LAF detector that linearly detects the concentration of oxygen in the exhaust gas (i.e., the air-fuel ratio). In this case, -25- 200916647 By setting the target air-fuel ratio to a lean air-fuel ratio, The improvement of fuel costs is made possible. Variation Δ ω, It is also possible to vary the amount of the stroke other than the compression stroke of one cycle. Internal combustion engine It can also be mounted on a machine other than a vehicle. [Simple description of the diagram] Figure 1: It is a structural view showing an operation control device of the internal combustion engine to which the present invention is applied. Figure 2: Is the stroke and magnetoresistance of the internal combustion engine showing Fig. 1, A plot of the relationship between the pulse and the angular velocity of the crankshaft. Figure 3: In the internal combustion engine of Fig. 1, Taking the engine speed as a parameter, A graph showing the relationship between the absolute enthalpy of the angular velocity variation and the intake air. Figure 4: It is the state in which the internal combustion engine shown in Fig. 1 is from the state before the warm-up is completed to the start of the operation. A graph of the change in the detection signal of the oxygen sensor. Figure 5: It is a flowchart showing the control procedure of the air-fuel ratio control means of the operation control means shown in Fig. 1. [Main component symbol description] 3 : Piston 7: Crankshaft 11 : Throttle 2〇: Fuel injection valve -26- 200916647
24 ： ECU 2 5 :曲柄角偵測器 26 :節流閥開度偵測器 2 7 :含氧感測器 3 1 =迴轉速度偵測手段 3 2 :變動量偵測手段 3 3 :暖機狀態偵測手段 3 4 :異常偵測手段 40 :空燃比控制手段 4 1 :點火控制手段 42 :排氣回流控制手段 43 :閥門控制手段 E :内燃機24 : ECU 2 5 : Crank angle detector 26 : Throttle opening detector 2 7 : Oxygen sensor 3 1 = Swing speed detection means 3 2 : Variation detection means 3 3 : Warm up State detecting means 3 4 : abnormality detecting means 40 : air-fuel ratio controlling means 4 1 : ignition control means 42 : exhaust gas return control means 43 : valve control means E : internal combustion engine
Ne :內燃機轉速 Αω :變動量 α :開度 5 a、So、St、S w :偵測訊號 -27Ne : engine speed Α ω : variation α : opening degree 5 a, So, St, S w : detection signal -27