JP2001182594A - Engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control device capable of keeping a good combustion state, purify exhaust gas, and prevent degradation of operability. SOLUTION: This engine control device 1 comprises a calculation part 11 for calculating an engine control parameter of the engine, based on exhaust component sensor output for air-fuel ratio change in a plurality of different engine system operation states.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention corrects the amount of air supplied or the amount of fuel supplied to an engine based on the properties of fuel determined according to the output of an exhaust component sensor installed in the exhaust gas. Related to the engine control device supplied to

[0002]

2. Description of the Related Art Conventionally, in an internal combustion engine, an intake air amount,
Alternatively, the basic fuel amount is calculated from the intake pipe pressure and the rotation speed of the internal combustion engine, and the basic fuel amount is corrected based on the output of the oxygen concentration sensor installed in the exhaust pipe of the internal combustion engine. The amount of fuel supplied to the internal combustion engine is controlled such that

In a system for calculating a basic fuel amount from an accelerator opening and an engine speed and controlling the amount of air supplied to the engine so as to attain a target air-fuel ratio, the system is provided at an exhaust pipe of an internal combustion engine. The basic fuel amount or the supply air amount is corrected based on the output of the oxygen concentration sensor, and the control is performed so that a predetermined target air-fuel ratio is obtained.

However, even with such feedback control, when the internal combustion engine is in a transitional state, for example, in an acceleration state, the fuel injection amount is rapidly increased, and when the operation is switched from the stoichiometric operation to the lean operation, the abruptness occurs. When the air flow increases and the pressure in the intake pipe increases, the amount of the fuel liquid film attached to the wall surface in the intake pipe increases, and this fuel liquid film is supplied to the cylinder of the internal combustion engine with a delay. , And temporarily become lean.

When the internal combustion engine is in a decelerating state, the fuel injection amount decreases, but the intake pipe pressure decreases.
The liquid film fuel adhering to the intake pipe flows into the cylinder of the internal combustion engine and temporarily becomes rich.

Therefore, the fuel injection device of the internal combustion engine injects the fuel synchronously or asynchronously with the crank angle when the amount of the fuel liquid film increases in order to eliminate the air-fuel ratio fluctuation at the transient time, thereby reducing the intake pipe. It compensates for the change in the fuel liquid film. When the fuel liquid film amount decreases, the basic fuel amount is reduced according to the change in the intake pipe fuel liquid film.

However, when the internal combustion engine changes over time, for example, when a carbon compound or the like adheres to the intake valve or the vicinity of the intake valve, the fuel is adsorbed by the compound or the like, so that the correction amount of the fuel in the transient state changes. I will. For this reason, Japanese Patent Application Laid-Open No.
There is one described in JP-A-56844. This is provided with an oxygen concentration detector for detecting the oxygen concentration in the exhaust pipe and acceleration state detection means for detecting the acceleration state, and based on the detection results of the oxygen concentration detector and the acceleration state detection means, during acceleration operation. When the lean time of the air-fuel mixture is longer than the rich time and the deviation exceeds a predetermined set value, the fuel injection amount is increased, while the acceleration state is determined based on the detection result of the acceleration state detection means. The set value is increased as the value becomes larger. By the way, the feedback control of the air-fuel ratio is performed after a lapse of a certain period of time after the start, so that the target air-fuel ratio can be basically maintained even if fuel having different fuel properties is supplied to the internal combustion engine.

However, at the time of starting the internal combustion engine, the flow rate of air supplied to the internal combustion engine cannot be accurately grasped due to the instability at the time of starting or the absolutely small amount of intake air. In addition, the feedback control cannot be temporarily executed, and cannot cope with a change in the fuel property.

For this reason, at the time of starting, there is a countermeasure in which the properties of the fuel supplied to the vehicle are assumed in advance and a fuel amount corresponding to the fuel properties is injected. In addition, even in the transient state, it is impossible to perform feedback control of the change in the air-fuel ratio due to the difference in the fuel properties in the initial stage of the transient. Causes sex deterioration.

[0010]

SUMMARY OF THE INVENTION However, Japanese Patent Application Laid-Open
-256844, the fuel liquid film amount is only indirectly considered from the deviation between the lean time and rich time of the air-fuel mixture during the acceleration operation, and the temporal change is not considered. Therefore, although the target air-fuel ratio can be maintained in a certain state, the target air-fuel ratio cannot be maintained in another state.

In the prior art, the fuel injection amount is determined at the time of starting according to the fuel property already assumed at the time of shipment of the vehicle. Therefore, fuel having a property different from the initially assumed fuel is supplied to the internal combustion engine. If so, the flammability at the time of starting deteriorates, and the starting performance deteriorates. Further, the exhaust condition and the drivability are deteriorated.

That is, in the prior art, there is a problem that a good combustion state cannot be maintained, exhaust gas cannot be purified, or operability is deteriorated.

An object of the present invention is to provide an engine control device capable of maintaining a good combustion state, purifying exhaust gas, and preventing deterioration of drivability.

[0014]

In order to achieve the above object, an engine control apparatus according to the present invention is characterized in that supply to an engine in accordance with an output of an exhaust component sensor installed in an exhaust system of the engine. An engine control unit that corrects the fuel amount and supplies the engine with an arithmetic unit that calculates an engine control parameter of the engine based on an exhaust component sensor output with respect to an air-fuel ratio change in a plurality of different engine system operating states. Be prepared.

Specifically, the present invention provides the following devices.

According to the present invention, there is provided an engine control apparatus for correcting an amount of fuel supplied to an engine in accordance with an output of an exhaust component sensor installed in an exhaust system of the engine and supplying the engine with a plurality of different engine system operating states. An engine control device for calculating an engine control parameter of the engine based on the output of the exhaust gas component sensor with respect to the air-fuel ratio fluctuation in the engine.

According to the present invention, there is provided a control system for an engine for correcting an amount of fuel supplied to the engine in accordance with an output of an exhaust component sensor installed in an exhaust system of the engine and supplying the fuel to the engine. The engine has at least one condition among a cooling water temperature, a load, an intake pipe pressure, an intake air amount, and a throttle opening. Based on the exhaust component sensor output for air-fuel ratio fluctuation in two or more engine system operating states having different conditions. The present invention further provides an engine control device having an operation unit for calculating an engine control parameter of the engine.

Preferably, the calculation unit calculates, as the engine control parameter, a correction amount relating to a liquid film amount of fuel supplied to the engine.

Preferably, the fluctuation of the air-fuel ratio is caused by at least one of a change in an amount of fuel supplied to the engine, a change in an intake air amount, and a change in a throttle opening.

[0020] Preferably, as the exhaust gas component sensor,
At least one of an air-fuel ratio sensor, an HC sensor, and a NOx sensor is used.

[0021] Preferably, the engine system operating state includes a relatively high cooling water temperature and a relatively low cooling water temperature.

Preferably, the cooling water temperature is 60 ° C. or higher for the relatively high cooling water temperature and 40 ° C. or lower for the relatively low cooling water temperature.

Preferably, the operation state of the engine system is a relatively high load state and a relatively low load state.

Preferably, as the engine system operating state, a relatively high intake pipe internal pressure and a relatively low intake pipe internal pressure are used.

Preferably, the calculation unit is configured to calculate an exhaust component sensor output for an air-fuel ratio variation at a relatively high throttle opening and an exhaust component sensor output for an air-fuel ratio variation at a relatively low throttle opening. The engine control parameters are calculated.

Preferably, the engine system is operated at a relatively high cooling water temperature and high load and at a relatively low cooling water temperature and low load.

Preferably, the operation state of the engine system after completion of warm-up of the engine and during cooling of the engine is used.

Preferably, the engine system operation state includes an engine idle operation and an engine non-idle operation.

Preferably, the calculation unit calculates at least one of a supplied fuel amount, a supplied air amount, and a throttle opening as a correction amount relating to a liquid film amount of the fuel supplied to the engine.

According to the present invention, there is provided a control system for an engine for correcting an amount of fuel supplied to an engine according to an output of an exhaust component sensor installed in an exhaust system of the engine and supplying the corrected fuel to the engine. A basic fuel supply amount calculation unit that calculates a fuel supply amount to the engine from an air flow rate and an engine speed, and an air-fuel ratio feedback correction coefficient calculation unit that calculates a correction amount of a supply air-fuel ratio based on the exhaust component sensor output. An area determining unit for determining an engine operating area for determining whether the fuel is heavy or light; and a comparing unit for comparing a calculated value based on a change in the actual air-fuel ratio with an output of the model when the operating area of the engine is in a predetermined state 1. A model correction unit that corrects a model based on an actual air-fuel ratio change when the operation region of the engine is in the predetermined state 2, and a fuel correction unit based on a result of the comparison unit. A heavy or light determining section for determining the property, a liquid film correction amount calculating section for calculating a fuel correction amount based on the liquid film amount of the fuel based on the determined fuel property, and a calculation section for calculating the calculated supply air-fuel ratio. A correction operation unit that corrects and calculates the supplied fuel amount based on the correction amount and the fuel correction amount, and a fuel injection amount control unit that controls a fuel injection amount based on the corrected and calculated supply fuel amount. A control device for an engine is provided.

[0031]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an engine control device according to an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 shows a configuration around an engine provided with an engine control device according to an embodiment of the present invention.
As shown in FIG. 1, around the engine 160, a thermal air flow meter 151 that measures the mass flow rate of the intake air, a throttle valve 165 that adjusts the amount of air that the engine 160 takes in, and a throttle valve 165 A throttle opening sensor 156 for detecting a valve opening, a crank angle sensor 152 for detecting a rotation speed of the engine 160, and an engine 1
60, a water temperature sensor 154 for measuring the temperature of the cooling water, a pressure sensor 153 for measuring the pressure in the intake pipe, an idle speed control valve 163 for controlling the number of revolutions during idling, and a fuel injection for supplying fuel to the engine 160. A valve 162, a three-way catalyst 164 for purifying exhaust gas by oxidation-reduction, and an exhaust component sensor installed upstream of the three-way catalyst 164 for detecting exhaust components in the exhaust gas, that is, a linear air-fuel ratio sensor for detecting an air-fuel ratio 155 and the signals from the sensors 151, 152,..., The operating state of the engine 160 is grasped, and the amount of fuel required by the engine 160 is calculated according to a predetermined procedure based on the information, and the fuel injection valve 162 and the like are calculated. And a control unit 100 for driving the actuators of FIG.

As shown in FIG. 2, the control unit 100 includes various sensors 151 and
, Etc. are input and amplified, or an amplifier circuit 101 for amplifying a drive signal to an actuator such as the fuel injection valve 162 and the like, and convert input / output signals into digital signals so that digital operation processing can be performed. A / D conversion circuit 1
02, a microcomputer for performing digital arithmetic processing, or an arithmetic circuit 103 equivalent thereto, ROM 104 and RAM 105 for storing constants, variables, arithmetic procedures, and the like also used for arithmetic processing of arithmetic circuit 103, and contents of volatile RAM 105 And a backup circuit 106 for holding the data.

The control unit 100 of this embodiment includes a thermal air flow meter 151, a crank angle sensor 152, a pressure sensor 153, a water temperature sensor 154, a linear air-fuel ratio sensor 155, and a throttle opening sensor 156.
And a signal from a starter switch 157, and an injection valve drive signal to the fuel injector 162, the ignition plug 16
6 and an idle speed control signal to the idle speed control valve 163 are output.

The control unit 100 includes an engine control device 1 according to an embodiment of the present invention. FIG. 3 shows a functional configuration of the engine control device 1.

As shown in FIG. 3, the control device 1 of the present engine includes a basic fuel supply amount calculating section 10 for calculating a basic fuel supply amount to the engine from the flow rate of air taken into the engine and the engine speed. A computing unit 1 that computes engine control parameters based on exhaust component sensor outputs for air-fuel ratio fluctuations in a plurality of different engine system operating states.
1, a correction calculation unit 18 that corrects and calculates the amount of fuel supplied to the engine based on the calculated engine control parameters;
And a fuel injection amount control unit 19 for controlling the fuel injection amount based on the corrected supplied fuel amount.

The calculating section 11 has an air-fuel ratio feedback correction coefficient calculating section 12 for calculating the correction amount of the supplied air-fuel ratio based on the output of a linear air-fuel ratio sensor installed in the exhaust system, and an engine for determining the fuel weight or lightness. A region discriminating unit 13 for discriminating an operating region, and a comparing unit for comparing a calculated value based on an actual air-fuel ratio change (linear air-fuel ratio sensor output) with an output of the model when the operating region (state) of the engine is in a predetermined state 1. 14, a model correction unit 15 that corrects the model based on the actual air-fuel ratio change (linear air-fuel ratio sensor output) when the engine operation region (state) is the predetermined state 2, and the comparison unit 1
Heavy / light discriminating unit 1 for discriminating fuel properties based on the result of 4
6 and a liquid film correction amount calculation unit 17 which calculates a fuel correction amount based on the liquid film amount of fuel based on the determined fuel property.

FIG. 4 shows a logic circuit of the air-fuel ratio feedback correction coefficient calculator 12 of FIG. As shown in FIG. 4, a first-order lag filter 121 for removing noise from an output signal from the linear air-fuel ratio sensor 155, and an exhaust air-fuel ratio calculating unit 12 for calculating an exhaust air-fuel ratio from an output value of the air-fuel ratio sensor.
3 and a target air-fuel ratio storage unit 1 in which a target air-fuel ratio is stored.
22 and a subtractor 12 that calculates a difference between an output from the exhaust air-fuel ratio calculation unit 123 and an output from the target air-fuel ratio storage unit 122.
4, a proportional gain calculator 125 for calculating a proportional gain KP from the output of the subtractor 124, an integral gain calculator 126 for calculating an integral gain KI of the difference obtained by the subtractor 124, and an integral operation of the integral gain. An integral calculator 127, and a basic value storage unit 128 for storing a basic value dB of the air-fuel ratio correction coefficient α.
And an adder 129 for adding the differential gain KP, the integral value I output from the integral calculator 127, and the basic value dB to obtain an air-fuel ratio correction coefficient α.

Next, the operation of the engine control device 1 will be described.

First, the calculation of the air-fuel ratio correction coefficient α in the air-fuel ratio feedback correction coefficient calculation section 120 will be described with reference to the flowchart shown in FIG.

First, an output signal is fetched from the linear air-fuel ratio sensor 155 (step 301). This signal passes through a first-order lag filter 121 to remove noise. The filtered value is converted to an air-fuel ratio in an exhaust air-fuel ratio calculation unit 123.

An exhaust air / fuel ratio calculating unit 123 is used in a subtractor 124.
And the difference between the target air-fuel ratio and the target output is obtained (step 302). Based on the difference and the proportional gain KP, the proportional gain P is calculated by the proportional gain calculator 125 (step 3).
03). Further, the integral I is obtained by the integral value calculator 126 based on the difference and the integral gain KI (step 30).
4). Then, the integral value of the proportional component P and the integral component I and the basic value dB
Is added by the adder 129, and this is added to the air-fuel ratio correction coefficient α.
Is output (step 305).

Next, the fuel liquid film will be described. As shown in FIG. 6, for example, when the fuel is injected from the fuel injection valve 162 when the intake valve 161 is closed, or when the fuel injected from the fuel injection valve 162 does not directly enter the cylinder, In other words, when there is something reaching the inner surface of the intake pipe or the intake valve 161, the fuel adheres to the intake valve 161 or the inner surface of the intake pipe in the vicinity of the intake valve. When the fuel adheres and grows as the fuel liquid film 170 in this manner, the mixing ratio of fuel and air, that is, the air-fuel ratio is changed as described in the related art.

Since the amount of the liquid film varies depending on the properties of the fuel, it is necessary to correct the amount of the fuel filling the amount of the liquid film in accordance with the properties of the fuel in order to keep the air-fuel ratio constant.

FIG. 7 shows a model from when fuel is injected to when it is detected by an air-fuel ratio sensor installed in the exhaust system. The injected fuel forms a liquid film, is drawn into the engine, and is discharged to the exhaust pipe with a delay of one cycle. The discharged exhaust gas reaches the air-fuel ratio sensor while filling the exhaust pipe. In consideration of the output delay of the air-fuel ratio sensor itself, the entire model 601 is formed by a dead time element and a delay time element. By comparing the output of the model 601 with the air-fuel ratio actually measured in the exhaust pipe of the engine, the property (heavy or light) of the fuel is determined.

FIG. 8 shows when heavy gasoline is used,
This shows how the exhaust air-fuel ratio changes with respect to the air-fuel ratio fluctuation when using light gasoline. As shown in FIG. 8B, when the temperature of the engine is high, even if the input air-fuel ratio to the engine shown in FIG. 8A changes, the change in the exhaust air-fuel ratio is not affected by either heavy or light fuel. The case does not make a big difference.

On the other hand, as shown in FIG. 8C, when the input air-fuel ratio to the engine changes at a low engine temperature, the change in the exhaust air-fuel ratio between heavy and light fuel causes a great difference. .

Therefore, the time constant τ of this response is as shown in FIG.
It shows such characteristics. Heavy gasoline and light gasoline can be distinguished by determining whether the time constant is larger or smaller than τ1 in a region where the water temperature is WT2 or lower.

Next, the method of setting τ1 may be a fixed level as shown in FIG. 9A, or may be a fixed level as shown in FIG.
May be set as a function of the engine temperature. In order to further expand the judgment area and secure the judgment accuracy, τ1
Is preferably set based on the time constant at the time of high engine temperature (WT3).

Therefore, the delay time element of the model 601 in FIG. 7 is learned from the information on the change in the exhaust air-fuel ratio when the engine temperature is high. Using the model trained in this way, FIG.
Predict the change in the exhaust air-fuel ratio when the engine temperature is low shown in B of
Further, a change in the air-fuel ratio for determination shown in C and C ′ in FIG. 10 is calculated from the information on the engine temperature, and the property of the fuel is determined by comparing the change with the actual change in the air-fuel ratio in exhaust gas shown in A in FIG. That is, the fuel can be determined to be heavy if the relationship between C and A in FIG. 10 is determined, and the fuel can be determined to be light if the relationship between C and A in FIG. 10.

It is also possible to continuously grasp the tendency of heavy fuel properties by the magnitude of the difference between C or C 'and A in FIG. Further, by integrating the difference between B and A in FIG. 10 or C or C ′ and A in FIG. 10, it is possible to further improve the determination accuracy.

FIG. 11 shows a flowchart of the fuel property determination. First, if it is determined in step 101 that the engine is at a high temperature, it is determined whether the engine is operating in a predetermined region (step 107). If the engine is in the predetermined region, the model 601 estimates the exhaust air-fuel ratio (step 107). Step 108). The estimated exhaust air-fuel ratio is compared with the actual air-fuel ratio (step 109). If the difference is equal to or larger than a predetermined value, the model 601 is corrected and learned in a direction to reduce the difference (step 110).

Next, when it is determined in step 101 that the engine is at a low temperature, it is determined whether or not the engine temperature is suitable for determining the fuel property (step 10).
2) If it is determined that it is suitable, it is determined whether the operating region is suitable for fuel property determination (step 103).

Here, if it is determined to be suitable,
The exhaust air-fuel ratio is estimated by the model 601 (step 104), and the estimated air-fuel ratio is compared with the actual air-fuel ratio (step 105). If the difference is equal to or more than a predetermined value, it is determined that the gasoline is heavy gasoline (step 106). If the difference is equal to or less than the predetermined value, it is determined that light gasoline is used (step 111).

Based on the determined fuel properties, the liquid film model, the increase in asynchronous injection during acceleration, the increase in synchronous injection during acceleration, the amount of change in air amount, the speed of change in throttle opening, and the like are used to correct the air-fuel ratio during transition. to correct.

In the present embodiment, as a factor for determining the fuel property, the case where the engine temperature is high and the case where the engine temperature is low are used. You only have to choose two places,
For example, high and low engine speed, high and low engine load,
It is possible to determine the same or more accurate fuel properties by using a combination of two or more of the above-mentioned conditions and the amount of intake air, the degree of throttle opening, the level of intake pipe pressure, and the like.

In this embodiment, the cause of the change in the air-fuel ratio has been described in the case of a transition or due to a change in the amount of fuel. It is also possible to change the air-fuel ratio by changing the air amount. In the present embodiment, the air-fuel ratio sensor is used as the exhaust gas component sensor.
Even if an Ox sensor or the like is used, the fuel property can be similarly determined.

[0058]

According to the present invention, it is possible to accurately determine the property of the fuel, and it is possible to maintain a good combustion state by correcting the air-fuel ratio control amount based on the determined fuel property information. Therefore, it is possible to prevent deterioration of the exhaust, the operability, and the startability.

[Brief description of the drawings]

FIG. 1 is a configuration diagram around an engine including an engine control device according to an embodiment of the present invention.

FIG. 2 is a block diagram illustrating a circuit configuration of a control unit in FIG. 1;

FIG. 3 is a block diagram showing a functional configuration of an engine control device according to one embodiment of the present invention.

FIG. 4 is a logic circuit diagram of an air-fuel ratio feedback correction coefficient calculating unit of the engine control device of FIG. 3;

FIG. 5 is a flowchart of a processing operation of an air-fuel ratio feedback correction coefficient calculation unit in FIG. 4;

FIG. 6 is an explanatory diagram showing a state of a fuel liquid film near an intake valve.

FIG. 7 is an explanatory diagram showing a fuel system model according to one embodiment of the present invention.

FIG. 8 is a diagram showing a change in an exhaust air-fuel ratio with respect to a change in an input air-fuel ratio for each fuel property according to one embodiment of the present invention.

FIG. 9 is a diagram showing a time constant of an exhaust air-fuel ratio change for each fuel property according to one embodiment of the present invention.

FIG. 10 is a diagram showing an exhaust air-fuel ratio estimation and a fuel property determination value based on a fuel system model of one embodiment according to the present invention, and a comparison between an actual air-fuel ratio change.

FIG. 11 is a flowchart illustrating an embodiment of a fuel property determination method according to the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine control device, 10 ... Basic fuel supply amount calculation part, 11 ... Calculation part, 12 ... Air-fuel ratio feedback correction coefficient calculation part, 13 ... Region discrimination part, 14 ... Comparison part, 15 ... Model correction part, 16 ... Heavy / light discriminating unit, 17: liquid film correction amount calculation unit, 18: correction calculation unit, 19: fuel injection amount control unit,
00: control unit, 103: arithmetic circuit, 10
4 ROM, 105 RAM, 151 thermal air flow meter, 152 crank angle sensor, 153 pressure sensor,
154: water temperature sensor, 155: oxygen concentration sensor, 156
... Throttle opening sensor, 157 ... Starter switch,
160 engine, 161 intake valve, 162 fuel injection valve, 170 fuel film

Continuing from the front page (72) Inventor Yutaka Takaku 2520 Oaza Takaba, Hitachinaka-shi, Ibaraki F-term in the Automotive Equipment Group of Hitachi, Ltd. (Reference) 3G301 HA15 JA03 JA15 JA25 JA26 JA28 JA29 KA01 KA05 KA07 KA08 KA09 KA11 LA03 LA04 LB02 MA01 MA12 MA13 MA14 NA04 NA05 NA07 NB07 NC02 ND03 ND04 ND12 ND15 NE03 NE08 NE13 NE14 NE15 PA01Z PA07Z PA11Z PD01Z PD02Z PE03Z PE08Z PF16Z

Claims (15)

[Claims] An engine control device for correcting an amount of fuel supplied to an engine according to an output of an exhaust component sensor installed in an exhaust system of the engine and supplying the corrected fuel to an engine in a plurality of different engine system operating states. An engine control device, comprising: a calculation unit that calculates an engine control parameter of the engine based on an output of the exhaust component sensor with respect to an air-fuel ratio change. 2. An engine control device for correcting the amount of fuel supplied to an engine according to the output of an exhaust gas component sensor installed in an exhaust system of the engine and supplying the corrected fuel to the engine. , Having at least one of the following conditions: intake pipe pressure, intake air amount, throttle opening.
An engine control device, comprising: a calculation unit configured to calculate an engine control parameter of the engine based on the output of the exhaust gas component sensor with respect to an air-fuel ratio change in two or more engine system operating conditions under different conditions. 3. The engine control according to claim 1, wherein the calculation unit calculates a correction amount relating to a liquid film amount of fuel supplied to the engine as the engine control parameter. apparatus. 4. The method according to claim 1, wherein the change in the air-fuel ratio is caused by at least one of a change in the amount of fuel supplied to the engine, a change in the amount of intake air, and a change in the throttle opening. Characteristic engine control device. 5. An exhaust gas sensor according to claim 1, wherein said exhaust gas component sensor comprises an air-fuel ratio sensor, an HC sensor, and a NOx sensor.
A control device for an engine, wherein at least one of the sensors is used. 6. The engine system according to claim 1, wherein a relatively high cooling water temperature and a relatively low cooling water temperature are used as the engine system operating state.
Engine control device. 7. The engine control device according to claim 6, wherein a cooling water temperature of 60 ° C. or more is used as the relatively high cooling water temperature and a cooling water temperature of 40 ° C. or less is used as the relatively low cooling water temperature. 8. The engine control device according to claim 1, wherein the engine system is operated under a relatively high load or a relatively low load. 9. The engine control device according to claim 1, wherein a relatively high intake pipe internal pressure and a relatively low intake pipe internal pressure are used as the engine system operating state. 10. An exhaust gas sensor according to claim 1 or 2, wherein said calculating unit outputs an exhaust component sensor output for an air-fuel ratio change at a relatively high throttle opening and an exhaust gas sensor output for an air-fuel ratio change at a relatively low throttle opening. An engine control device for calculating the engine control parameter based on a component sensor output. 11. An engine control system according to claim 1, wherein said engine system operating state includes a relatively high cooling water temperature and a high load and a relatively low cooling water temperature and a low load. . 12. The engine control device according to claim 1, wherein after the completion of warm-up of the engine and when the engine is cooled, the operating state of the engine system is used. 13. The engine control device according to claim 1, wherein the engine system operating state includes an engine idle operation and an engine non-idle operation. 14. The method according to claim 3, wherein the calculating unit calculates at least one of a supplied fuel amount, a supplied air amount, and a throttle opening as a correction amount relating to a liquid film amount of the fuel supplied to the engine. An engine control device, characterized in that: 15. A fuel supply amount to an engine is corrected according to an output of an exhaust component sensor installed in an exhaust system of the engine,
A control unit for an engine that supplies the engine with a basic fuel supply amount calculation unit that calculates an amount of fuel to be supplied to the engine from an air flow rate sucked into the engine and an engine speed; An air-fuel ratio feedback correction coefficient calculating unit for calculating a correction amount of a fuel ratio; an area determining unit for determining an engine operating area for determining whether fuel is heavy or light; and an actual air-fuel ratio when the operating area of the engine is in a predetermined state 1. A comparison unit that compares the calculated value based on the change with the output of the model; a model correction unit that corrects the model based on the actual air-fuel ratio change when the operating region of the engine is in the predetermined state 2; A heavy or light determining unit for determining a fuel property based on the result; and a liquid film for calculating a fuel correction amount based on the liquid film amount of the fuel based on the determined fuel property. A positive amount calculation unit, a correction calculation unit that corrects the supply fuel amount based on the calculated correction amount of the supplied air-fuel ratio and the fuel correction amount, and a fuel injection based on the correction calculation supply fuel amount. An engine control device comprising: a fuel injection amount control unit that controls an amount.