JP2770275B2 - Air-fuel ratio control method for internal combustion engine - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air-fuel ratio control method for an internal combustion engine, and more particularly, to a method of mixing air supplied to an engine using an exhaust concentration sensor having an output characteristic substantially proportional to the exhaust gas concentration. The present invention relates to an air-fuel ratio control method for feedback-controlling the air-fuel ratio of air.

(Prior Art) The air-fuel ratio (hereinafter referred to as “supply air-fuel ratio”) of an air-fuel mixture supplied to an engine using an exhaust concentration sensor having an output characteristic substantially proportional to the exhaust gas concentration is set according to the engine operating state. In an air-fuel ratio control method of performing feedback control to a target air-fuel ratio, an air-fuel ratio correction coefficient is calculated based on an output of an exhaust concentration sensor and a target air-fuel ratio, and in each of a steady state and a transient state of the engine, the correction coefficient and A method of calculating a difference from a standard value as a learning value and controlling the supply air-fuel ratio using the learning value has been conventionally proposed (Japanese Patent Laid-Open No. 62-203951).

(Problems to be Solved by the Invention) However, in the above-mentioned proposed method, since the learning value is not calculated in consideration of the change in the target air-fuel ratio, the following problems have occurred. That is, since there is a delay (so-called delay in the intake / exhaust system) from when the air-fuel mixture is supplied to the intake system to when it is burned and the air-fuel ratio is detected in the exhaust system, the target air-fuel ratio is set to, for example, A / F. When the learning value is calculated immediately after changing from = 16 to 22, the target air-fuel ratio A / F = 16
The air-fuel ratio at the time of is detected in the exhaust system, and the learning value when the target air-fuel ratio A / F = 22 is calculated using the air-fuel ratio correction coefficient calculated based on the detected air-fuel ratio. Become.
As a result, the learning value corresponding to the target air-fuel ratio A / F = 22 becomes a lean value (smaller value) than the original value, and in particular, the target air-fuel ratio is set leaner than the stoichiometric air-fuel ratio. Sometimes, the learning value further deviates in the lean direction, so that when the learning value is applied, a misfire may occur.

The present invention has been made in order to solve such a problem, and an object of the present invention is to provide an air-fuel ratio control method capable of preventing a deviation of a learning value even when a target air-fuel ratio is changed.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a target air-fuel ratio coefficient, which is set according to an operating state of an internal combustion engine and represents a target air-fuel ratio, and is provided in an exhaust system of the engine. A fuel amount to be supplied to the engine is calculated by using an output of an exhaust concentration sensor having an output characteristic substantially proportional to the exhaust gas concentration and an air-fuel ratio correction coefficient set in accordance with the target air-fuel ratio coefficient, and supplied to the engine. The air-fuel ratio of the air-fuel mixture to be feedback-controlled to the target air-fuel ratio and the average value of the air-fuel ratio correction coefficient are calculated.When the feedback control is shifted from the feedback control stopped state to the feedback control, the air-fuel ratio correction coefficient is set as the initial value. An air-fuel ratio control method for an internal combustion engine using the average value, or the average value is used as an air-fuel ratio correction coefficient when the feedback control is stopped. In the method for controlling an air-fuel ratio of an internal combustion engine, the average value is calculated when a state in which a target air-fuel ratio set according to the engine operating state is the same has continued for a predetermined time.

Further, the present invention provides a target air-fuel ratio coefficient which is set according to an operation state of an internal combustion engine and indicates a target air-fuel ratio, and an exhaust gas concentration provided in an exhaust system of the engine and having an output characteristic substantially proportional to an exhaust gas concentration. Using the air-fuel ratio correction coefficient set according to the output of the sensor and the target air-fuel ratio coefficient, and the average value of the air-fuel ratio correction coefficient, calculate the amount of fuel to be supplied to the engine, In the air-fuel ratio control method for an internal combustion engine, wherein the air-fuel ratio of the internal combustion engine is feedback-controlled to the target air-fuel ratio, the average value is calculated when the same target air-fuel ratio set according to the operating state of the engine continues for a predetermined time. Is performed.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is an overall configuration diagram of a control device to which a control method of the present invention is applied. In FIG. 1, reference numeral 1 denotes a DOHC in which each cylinder is provided with a pair of an intake valve and an exhaust valve (not shown). It is an in-line four-cylinder engine. In the engine 1, the operating characteristics of the intake valve and the exhaust valve (specifically, the valve opening timing and the lift amount, hereinafter referred to as "valve timing") are changed to a high-speed valve timing suitable for a high-speed rotation region of the engine. It is configured to be switchable to a low-speed valve timing suitable for a low-speed rotation region.

In the middle of the intake pipe 2 of the engine 1, a throttle body 3
And a throttle valve 3 ′ is disposed therein. Throttle valve opening (θTH)
A sensor 4 is connected, and outputs an electric signal corresponding to the opening degree of the throttle valve 3 ′ and supplies it to an electronic control unit (hereinafter referred to as “ECU”) 5.

The fuel injection valve 6 is provided for each cylinder between the engine 1 and the throttle valve 3 and slightly upstream of the intake valve (not shown) of the intake pipe 2, and each injection valve is connected to a fuel pump (not shown). Together with the ECU 5
Control the opening time of the fuel injector.

An electromagnetic valve 17 for controlling the switching of the valve timing is connected to the output side of the ECU 5, and the opening and closing operation of the electromagnetic valve 17 is controlled by the ECU 5. Solenoid valve 17
Is for switching the hydraulic pressure of a switching mechanism (not shown) for switching the valve timing between high and low. The valve timing is switched between high-speed valve timing and low-speed valve timing in accordance with the high / low of the hydraulic pressure. . The oil pressure of the switching mechanism is detected by an oil pressure (POIL) sensor 16,
The detection signal is supplied to ECU5.

On the other hand, an intake pipe absolute pressure (PBA) sensor 8 is provided immediately downstream of the throttle valve 3 via a pipe 7, and the absolute pressure signal converted into an electric signal by the absolute pressure sensor 8 is supplied to the ECU 5. Is done. Further, an intake air temperature (TA) sensor 9 is mounted downstream thereof, detects the intake air temperature TA, outputs a corresponding electric signal, and supplies the electric signal to the ECU 5.

The engine water temperature (TW) sensor 10 mounted on the body of the engine 1 is composed of a thermistor or the like, detects the engine water temperature (cooling water temperature) TW, outputs a corresponding temperature signal, and supplies it to the ECU 5. The engine speed (NE) sensor 11 and the cylinder discrimination (CYL) sensor 12 are mounted around a camshaft or a crankshaft (not shown) of the engine 1. The engine speed sensor 11 outputs a pulse (hereinafter referred to as “TDC signal pulse”) at a predetermined crank angle position every time the crankshaft of the engine 1 rotates 180 degrees, and the cylinder discriminating sensor 12 outputs a predetermined crank angle of a specific cylinder. A signal pulse is output at the position, and each of these signal pulses is supplied to the ECU 5.

The three-way catalyst 14 is disposed in the exhaust pipe 13 of the engine 1 and purifies components such as HC, CO, and NOx in the exhaust gas. An oxygen concentration sensor (hereinafter, referred to as an “LAF sensor”) 15 as an exhaust concentration sensor is mounted on the exhaust pipe 13 on the upstream side of the three-way catalyst 14 and outputs an electric signal having a level substantially proportional to the oxygen concentration in the exhaust gas. Output and supply to ECU5.

The ECU 5 shapes input signal waveforms from various sensors, corrects a voltage level to a predetermined level, and converts an analog signal value to a digital signal value. The input circuit 5a has a function of a central processing unit (hereinafter referred to as a “CPU”). 5b), a storage means 5c for storing various calculation programs executed by the CPU 5b, calculation results, and the like, an output circuit 5d for supplying a drive signal to the fuel injection valve 6, the solenoid valve 21, and the like.

Based on the various engine parameter signals described above, the CPU 5b determines various engine operation states such as a feedback control operation area and an open loop control operation area corresponding to the oxygen concentration in the exhaust gas, and determines the next according to the engine operation state. Based on equation (1), a fuel injection time T _OUT of the fuel injection valve 6 synchronized with the TDC signal pulse is calculated.

T _OUT = Ti × KCMDM × KLAF × K ₁ + K ₂ (1) where Ti is the basic fuel amount, specifically the engine speed.
This is a basic fuel injection time determined according to NE and the intake pipe absolute pressure PBA, and a Ti map for determining this Ti value is stored in the storage means 5c.

KCMDM is a corrected target air-fuel ratio coefficient, which is set according to the engine operating state, and calculated by multiplying a target air-fuel ratio coefficient KCMD representing the target air-fuel ratio by a fuel cooling correction coefficient KETV. The correction coefficient KETV is a coefficient for correcting the fuel injection amount in advance in consideration of the fact that the supply air-fuel ratio changes due to the cooling effect by actually injecting the fuel, and according to the value of the target air-fuel ratio coefficient KCMD. Is set. In addition, as is apparent from the above equation (1), the target air-fuel ratio coefficient
If KCMD increases, the fuel injection time T _OUT increases.
The CMD value and the KCMDM value are values proportional to the reciprocal of the so-called air-fuel ratio A / F.

KLAF is an air-fuel ratio correction coefficient, which is set so that the air-fuel ratio detected by the LAF sensor 15 matches the target air-fuel ratio during the air-fuel ratio feedback control, and a predetermined value corresponding to the engine operating state during the open-loop control. Is set to

K ₁ and K ₂ are other correction coefficients and correction variable computed according to various engine parameter signals, so that the fuel consumption characteristic according to engine operating conditions, the optimization of various properties such as the engine acceleration characteristics can be achieved Is set to an appropriate value.

The CPU 5b further outputs a valve timing switching instruction signal in accordance with the engine operating state to control the opening and closing of the solenoid valve 21.

The CPU 5b outputs a signal for driving the fuel injection valve 6 and the solenoid valve 21 based on the result calculated and determined as described above.
Output through the output circuit 5d.

FIG. 2 is a diagram showing a configuration of a sensor main body (sensor element section) of the LAF sensor 15 and a peripheral circuit thereof. The sensor main body 100 in FIG.

The sensor body 100 is, as shown in FIG.
The substrate 20 has a substantially rectangular shape and is made of a solid electrolyte material having oxygen ion conductivity (for example, ZrO ₂ (zirconium dioxide)).

In the case shown in the figure, the sensor body 100 is a two-element type in a vertical direction (vertical type) (a type including two sets of oxygen concentration detection elements (sensors) each having one battery element and one oxygen pump element).
The substrate 20 has first and second oxygen ion conductive solid electrolyte walls 21 and 22 formed in parallel with each other, and between the two walls 21 and 22, the walls 21 and 22 are provided. the first gas diffusion chamber (diffusion restricted zone) for the first detection element 23 ₁ and the second gas diffusion chamber for the second detection element (diffusion restricted zone) 23 ₂ is formed in a direction (vertical direction in the drawing) along the ing.

The first gas diffusion chamber 23 ₁ is first for the first detection element 1 of the introduction hole 2
4 ₁ communicates with the exhaust pipe via the exhaust gas through the inlet hole 24 ₁ is adapted to be introduced, a second gas diffusion chamber
23 ₂ is adapted to the exhaust gas is introduced from the second introduction hole 24 ₂ first gas diffusion chamber 23 ₁ through the for the second detection element for communicating both gas diffusion chambers 23 _1, 23 ₂ . Further, a gas reference chamber 26 is formed between the first wall 21 and an outer wall 25 formed on the side of the wall 21 so that air (reference gas) is introduced. .

An electrode pair is provided for each detection element on the inner and outer wall surfaces of the first and second solid electrolyte walls 21 and 22 so as to face each other with the electrodes sandwiched therebetween. That is, first, the respect to the first side of the gas diffusion chamber 23 _1, the both side surfaces one electrode pair comprising Pt (platinum) in the (first electrode pair) of the first wall portion 21 27
₁ a, 27 ₁ b is provided so as to face each other first cell element for detecting element (sensing cell) 28 ₁ None, likewise the other electrode pairs are formed on both side surfaces of the second wall portion 22 and (first electrode pair) 29 ₁ a, 29 ₁ b is oxygen pump element for the first detection element is provided (pumping cell) None 30 _1.

Also, the for the second side of the gas diffusion chamber 23 ₂ have a structure similar to the above, the electrode pair (the second electrode pair) 27 ₂ a, 27 ₂ b
A battery element 28 ₂ for the second detection element having an electrode pair (the second electrode pair) 29 ₂ a, 29 ₂ oxygen pump element 30 ₂ is first respectively for the second detection element having a b, of the second It is provided on walls 21 and 22.

On the other hand, the wall portion 25 a heater (heating element) 31 to facilitate its activation is provided by heating each battery element 28 _1, 28 ₂ and the oxygen pump element 30 _1, 30 _2.

As shown in FIG. 2, the inner electrode 27 ₁ b, 29 ₁ b, i.e. the first gas diffusion chamber 23 ₁ side electrode of the electrodes for the first detection element is connected in common (in the illustrated example , two electrodes are connected in common by being short-circuited by a suitable short circuit member in the gas diffusion chamber 23 _1), the inverting input of the operational amplifier circuit (operational amplifier) 41 via a line l It is connected.

On the other hand, the battery element 28 ₁ of the outer electrode 27 ₁ a for the first detection element
It is connected to the differential amplifier circuit 42 ₁ of the inverting input terminal for the first detection element. Differential amplifier circuit 42 _1, the non-inverting voltage application circuit for the first detection element with a reference voltage source 43 ₁ connected to the input terminal, i.e. the battery element 28 ₁ side of the electrode pair 27 ₁ a,
27 ₁ (in this example, further the voltage which the voltage is applied on the line l to) b between voltage oxygen pump element a voltage corresponding to the difference voltage between the reference voltage of the reference voltage source 43 ₁ side 30 ₁
And it constitutes a voltage application means for applying between the side of the electrode pairs 29 ₁ a, 29 ₁ b.

Reference voltage V _SO of the reference voltage source 43 _1, in this embodiment, in the normal, a voltage generated in the battery element 28 ₁ when the supply air-fuel ratio is equal to the stoichiometric ratio (e.g., 0.45 V) of the operational amplifier circuit 41 Reference voltage applied to the non-inverting input terminal of (For example, 2.5 V) and a sum voltage (= 2.95 V).

The output terminal of the differential amplifier circuit 42 _1, the switch 4 of the switching circuit 44
4 ₁ through is adapted to be connected to the outer electrode 29 ₁ a of the oxygen pump element 30 _1. Switch circuit 44, including a switch 44 ₂ for the second detection element, the activity of the sensor body 100, depending on the state of inactive, even be one that is controlled in accordance with engine operating conditions, the sensor when the body 100 is in the inactive state is maintained in any of the switches 44 _1, 44 ₂ is also turned off, on condition that they are activated, selectively one of the switches is turned on in response to the engine operating condition The switching is controlled so that

When the switch 44 ₁ is on, the oxygen pump element 30 ₁
Voltage is applied to the outer electrode 29 ₁ a, as described later, the output level of the differential amplifier circuit 42 ₁ in either the lean side or the rich side is positive or negative level supply air-fuel ratio relative to stoichiometric with in the applied voltage value is changed, also the pump current flowing through the pump current detection resistor will be described later through the oxygen pump element 30 ₁ and the line l accordingly Direction (positive, negative) also switches.

A non-inverting input terminal of the operational amplifier circuit 41 has a reference voltage source 45 connected thereto.
And a current detection resistor 46 for detecting a pump current is connected between the output terminal of the operational amplifier circuit 41 and the line l, that is, between the inverting input terminal of the operational amplifier circuit 41.

The second detection element side of the sensor body 100 is also configured to take out a current detection output when the second detection element is used with the same circuit configuration as described above.

That is, the voltage application circuit, for the switching circuit 44, the differential amplifier circuit 42 ₂ for the second detection element, a reference voltage source 43 ₂ and switch 44 ₂ already described are provided respectively, the switch 44 ₂ is oxygen pump element is connected to a 30 _second outer electrode 29 ₂ a, the inner electrode of the battery element 28 ₂ and the oxygen pump element 30 ₂ 27
₂ b, 29 ₂ b are both connected to the line l, in use the second detector element, the pumping current flowing through the oxygen pump element 30 ₂ Flows into the line l.

The output voltage of the operational amplifier 41, which is the voltage across the current detection resistor 46. And the voltage on line l Is supplied to the ECU 5 and also to each input of a differential amplifier circuit (operation amplifier) 47.

The differential amplifying circuit 47 is a voltage exhibiting a constant voltage characteristic. And the voltage on the output side of the operational amplifier 41 Amplifies the difference voltage with the pump current An amplifier circuit for improving the accuracy of the detected voltage signal when the value is around 0, that is, when the air-fuel ratio indicates a value within a predetermined range near the stoichiometric air-fuel ratio, The signal is magnified by a predetermined factor α (for example, 5 times) and the voltage is increased. Take out as.

Output voltage of differential amplifier circuit 47 Is And the voltage Is also supplied to the ECU5.

The detection of the oxygen concentration by the LAF sensor 15 is performed as follows on the lean side and the rich side of the air-fuel ratio.

First, when the switching circuit 44 is in the selected state of the first detecting element as shown in FIG. 2, the sensor output when the first detecting element is used is extracted.

In other words, with the operation of the engine, the exhaust gas is introduced into the first gas diffusion chamber 23 ₁ through the first introduction hole 24 _1, the reference gas atmosphere and the gas diffusion chamber 23 ₁ is introduced An oxygen concentration difference occurs between the inside of the chamber 26 and the inside. Voltage is generated between the battery element 28 of _the electrodes 27 ₁ a, 27 ₁ b according to the oxygen concentration difference, the electrode 27 ₁ a, 27 ₁ b between the voltage and the line l Voltage DOO voltage that is summed is supplied to the inverting input terminal of the differential amplifier circuit 42 _1. Reference voltage V _SO supplied to the non-inverting input terminal of the differential amplifier circuit 42 ₁ as described above, the voltage of the operational amplifier circuit 41 generated in the battery element 28 ₁ when the supply air-fuel ratio is equal to the stoichiometric ratio Side reference voltage source voltage value Is set to the sum voltage.

Therefore, when the supply air-fuel ratio is on the lean side,
Battery element 28 of _the electrodes 27 ₁ a, 27 ₁ b between the generated voltage drops, whereas the voltage of the line l Is above And the voltage between the electrodes 27 ₁ a and 27 ₁ b and the voltage Is lower than the reference voltage V _SO . Thus, the output level of the differential amplifier circuit 42 ₁ is positive level,
The positive level voltage is applied to the oxygen pump element 30 ₁ via the switch 44 _1. By the application of the positive level voltage, when the oxygen pump element 30 ₁ is active, via oxygen ionized electrode 29 ₁ b of the gas diffusion chamber 23 _1, the second wall portion 22 and the electrode 29 ₁ a LAF by being released
Pumped out of the sensor 15 and pump current Flows from the electrode 29 ₁ a toward the electrode 29 ₁ b and flows through the current detecting resistor 46 through the line 1. In this case, the pump current Flows through the resistor 46 in the direction from the line 1 to the output end of the operational amplifier circuit 41.

On the other hand, when the supply air-fuel ratio is on the rich side, the battery element 28 of _the electrodes 27 ₁ a, 27 ₁ b between the voltage and the voltage on line l By adding the voltage is greater than the reference voltage V _SO and, the output level of the differential amplifier circuit 42 ₁ and a negative level,
Due to the reverse action, external oxygen is
While being pumped into the gas diffusion chamber 23 ₁ through 30 ₁ ,
Pump current Flows from the electrode 29 ₁ b toward the current 29 ₁ a. In this case, the pump current on line l The direction of the pump current is reversed, and the pump current Flows through the current detection resistor 46.

Further, when the supply air-fuel ratio is equal to the stoichiometric ratio, the battery element 28 of _the electrodes 27 ₁ a, 27 ₁ b between the voltage and the voltage Is equal to the reference voltage V _SO ,
The pumping and pumping of oxygen as described above is not performed, so that no pump current flows (ie, in this case, the pump current value Is).

Thus, pumping and汲込oxygen is performed so that the oxygen concentration in the gas diffusion chamber 23 ₁ is constant, since the pump current flows, the pump current value Is proportional to the oxygen concentration of the exhaust gas on the lean side and the rich side of the supply air-fuel ratio, respectively.

Pump current flowing through current detection resistor 46 The signal for detecting the magnitude of is a voltage indicating the voltage across the resistor 46. Signal, voltage Signal and even voltage It is supplied to the ECU 5 as a signal.

Even when the second detecting element is used (that is, when the switching circuit 44 is switched to the state opposite to the switching state in FIG. 2), each of the above three types is performed by the same operation as in the case of the first detecting element. The voltage signal is supplied to the ECU 5 as an output when the second detection element is used.

FIG. 4 is a flowchart of a program for calculating the air-fuel ratio correction coefficient KLAF. This program is executed in synchronization with each generation of the TDC signal.

In step S1, the engine speed NE is increased to the upper limit speed NLAF
H (for example, 6,500 rpm), and if the answer is affirmative (YES), that is, if NE> NLAFH, the integral used for calculating the air-fuel ratio correction coefficient KLAF during feedback control in the program of FIG. Term KLAFI and air-fuel ratio correction coefficient K
LAF is the first high-speed valve timing learning value KRE
FH0 is set (step S20), and the flag FLAFFB set to the feedback control intermediate value 1 is set to the value 0, followed by terminating the present program. KREFH0 is a learning value of the air-fuel ratio correction coefficient calculated when the high-speed valve timing is being selected in the program of FIG. 6 and the target air-fuel ratio is near the stoichiometric air-fuel ratio.

If the answer to step S1 is negative (NO), that is, if NE ≦ NLAFH, it is determined whether or not the post-start fuel increase is being executed (step S2). If the answer is negative (NO), it is determined whether or not the engine coolant temperature TW is equal to or lower than a predetermined coolant temperature TWLAF (for example, −25 ° C.) (step S3). When the answer to step S2 or S3 is affirmative (YES), that is, during the fuel increase after starting or when TW ≦ TWLAF is satisfied, the KLAFI value and the KLAF value are set to one of the low-speed valve timing learning values KREFL0 (step S21).
Proceed to step S22. KREFL0 is a learned value of the air-fuel ratio correction coefficient calculated when the low-speed valve timing is selected in the program of FIG. 6 and the target air-fuel ratio is near the stoichiometric air-fuel ratio.

When the answer to the step S3 is negative (NO), that is, when TW> TWLAF, it is determined whether or not the flag FWOT set to the value 1 when the engine is in the predetermined high-load operation region is the value 1 (step S4). ). This answer is negative (NO), ie FWOT = 0
If it is not the predetermined high load operation state, the process immediately proceeds to step S9, while the answer is affirmative (YES), that is, FWOT
= 1, the engine speed NE is equal to the predetermined speed NLAFWO
T (for example, 5,000 rpm) or not (step S
Five). When the answer to step S5 is negative (NO), that is, when NE <NLAFWOT, the target air-fuel ratio coefficient KCMD is set to a predetermined value KCMDWOT (for example, A
/F=12.5) is determined (step S6). If the answer in step S6 is negative (NO), that is, KC
When MD ≦ KCMDWOT, it is determined whether or not the engine water temperature is high and is in an operation region in which fuel increase should be performed (high water temperature rich region) (step S7).

When any one of the above-mentioned steps S5 to S7 is affirmative (YES), that is, when NE ≧ NLAFWOT or KCMD> KCMDWOT is satisfied, or when the engine is in the high water temperature rich region, both the KLAFI value and the KLAF value are set to values. It is set to 1.0 (step S8), and the process proceeds to step S22. If all the answers in steps S5 to S7 are negative (NO), it is determined whether or not the engine speed NE is equal to or lower than a lower limit engine speed NLAFL (for example, 400 rpm) (step S9). This answer is negative (NO), ie NE> NLAFL
In the case of, it is determined whether or not fuel cut (fuel supply cutoff) is being performed (step S10).

When the answer to step S9 or S10 is affirmative (YES), ie, when NE
When ≤ NLAFL is satisfied or during fuel cut, a predetermined time tmDHLD (for example, 1 second) is set during feedback control (step S11). Whether or not the count value of the KLAF hold timer tmD is 0 Is determined. If the answer is negative (NO), that is, if tmD> 0 and the predetermined time tmDHLD has not elapsed since the feedback control was stopped, the current value of the air-fuel ratio correction coefficient KLAF _(N)
Is set to the previous value KLAF _(N-1) (step S15), and the flag FL is set.
AFFB is set to a value of 0 (step S16), and this program ends. If the answer in step S14 is affirmative (YES),
tmD = 0 and after the lapse of the predetermined time tmDHLD, the KLAFI value and KL
The idle learning value KREFIDL calculated when the engine is idle in the program of FIG.
(Steps S17 and S18), the flag FLAFFB is set to a value of 0 (step S19), and the program ends.

When both steps S9 and S10 are negative (NO), the engine operating state is an operating region where feedback control can be performed (hereinafter referred to as a "feedback control region").
And the KLAF hold timer tmD stores the predetermined time t
Set mDHLD and start it (step S11),
KLAF value is calculated by the program shown in FIG. 5 (step S1).
2) Set the flag FLAFFB to a value of 1 (step S13),
Exit this program.

FIG. 5 is a flowchart of a program for calculating the air-fuel ratio correction coefficient KLAF in step S12 of FIG.

In step S31, it is determined whether or not the flag KLAFFB was 1 when the TDC signal was generated last time (when the program of FIG. 4 was previously executed), and the answer is negative (NO), that is, the engine operation state is set to the previous feedback. If the current time is not in the control area but has shifted to the feedback control area, step S3
Proceed to 2 to determine whether the engine is idle.
When the answer to step S32 is affirmative (YES), both the KLAFI value and the KLAF value are set to the idle learning value KREFIDL (step S34), and the process proceeds to step S35, while the process proceeds to step S3.
If the answer to 2 is negative (NO), both the KLAFI value and the KLAF value are set to the first low-speed valve timing learning value KREFL0 (step S33), and the process proceeds to step S35.

In step S35, the target air-fuel ratio coefficient KCMD and the LAF sensor 15
The previously calculated value DKAF _(N-1) of the deviation from the equivalence ratio (hereinafter, simply referred to as "detected air-fuel ratio") indicating the air-fuel ratio detected by the method is set to 0, and the thinning-out TDC variable NITDC is set to the value. To end. Where the decimated TDC variable NITDC
Is a variable for updating the air-fuel ratio correction coefficient KLAF every time the TDC signal is generated by the decimation number NI set according to the engine operating state. The answer to step S37 described later is affirmative (YES), that is, When NITDC = 0, the process proceeds to step S40 and the subsequent steps to update the KLAF value.

If the answer in step S31 is affirmative (YES), that is, FLAFFB = 1
If the engine operating state was also in the feedback control area last time, the previous value of the target air-fuel ratio coefficient KCMD
_{The difference} DKAF _(N) between the detected air-fuel ratio and the target air-fuel ratio is calculated by subtracting the current value KACT _(N) of the detected air-fuel ratio from _(N-1) (step S36). It is determined whether it is 0 (step S37). If this answer is negative (N
O), that is, when NITDC> 0, the NITDC value is decremented by 1 (step S38), and the deviation current value DKAF
_(N) is set to the previous value DKAF _(N-1) (step S39), and this program ends.

When the answer to step S37 is affirmative (YES), the proportional term (P term) coefficient KP, the integral term (I term) coefficient KI, and the derivative term (D
Term) calculate the coefficient KD and the thinning number NI (step
S40). KP, KI, KD, and NI are set to predetermined values for each of a plurality of engine operating regions determined by the engine speed NE, the intake pipe absolute pressure PBA, and the like, and correspond to the detected engine operating state. The value is read.

In step S41, it is determined whether or not the absolute value of the deviation DKAF calculated in step S36 is equal to or smaller than a predetermined value DKPID. When the answer is negative (NO), that is, | DKAF |> DKPID, the process proceeds to step S35, The answer is affirmative (YES), ie | DKAF | ≦
If it is DKPID, the process proceeds to step S42. In step S42, a P term KLAFP, an I term KLAFI, and a D term KLAFD are calculated by the following equations (2) to (4).

KLAF = DKAF _(N) × KP (2) KLAFI = KLAFI + DKAF _(N) × KI (3) KLAFD = (DKAF _(N) −DKAF _(N-1) ) × KD (4) Step S43 In S46, the limit check of the I term KLAFI is performed. That is, the magnitude relationship between the KLAFI value and the predetermined upper and lower limit values LAFIH and LAFIL is compared (steps S43 and S44).
If the term exceeds the upper limit value LAFIH, it is set to its upper limit value (step S45), and if it is smaller than the lower limit value LAFI, it is set to its lower limit value (step S46).

In step S47, the air-fuel ratio correction coefficient KLAF is calculated by adding the PID terms KLAFP, KLAFI, and KLAFD, and the current calculated value DKAF _(N) of the deviation is set to the previous value DKAF _(N-1) (step S48). Further, the thinning variable NITDC is set to the thinning number NI calculated in step S10 (step S49), and the process proceeds to steps S50 and S51.

In step S50, a limit check of the KLAF value is performed. In step S51, a learning value KREF of the air-fuel ratio correction coefficient is calculated by the program in FIG. 6, and the program ends.

In steps S61 to S65 in FIG. 6, it is determined whether or not a condition for calculating a learning value (hereinafter, referred to as a "learning value calculation condition") is satisfied. That is, whether the engine speed NE is lower than a predetermined high speed NKREF (for example, 6,000 rpm) (step S61), whether the engine water temperature is equal to or higher than a predetermined water temperature TWREF (for example, 75 ° C.) (step S62), It is determined whether a predetermined time has elapsed after the end of the fuel cut (step S63), whether the intake air temperature TA is lower than a predetermined intake air temperature TAREF (for example, 60 ° C.) (step S64), and the target air-fuel ratio coefficient KCMD is the same value as the previous time. It is determined whether or not it is (step S65), and step S61 is performed.
If any of the answers to S65 is negative (NO), it is determined that the learning value calculation condition is not satisfied, and the timer tmREF1 for counting the elapsed time after the learning value calculation condition is satisfied is set to the predetermined time tm.
REF (for example, 1.5 seconds) is set and started (step S66), and the process proceeds to step S91.

The determination in step S62 indicates that when the engine water temperature is low, the fuel injected into the intake pipe is not sufficiently atomized and is sucked into the combustion chamber, or misfire or the like occurs and engine rotation becomes unstable. Therefore, the fact that the LAF sensor 15 cannot accurately detect the air-fuel ratio is taken into account.
The determination in step S64 takes into consideration the point that the supply air-fuel ratio shifts to the rich side from the desired value because the charging efficiency decreases at the time of high intake air temperature. Therefore, by prohibiting the calculation of the learning value when the engine water temperature is low and the intake air temperature is high, it is possible to prevent the detected air-fuel ratio from changing due to the change in the engine temperature and to prevent the learning value from shifting.

On the other hand, the answers in steps S61 to S65 are all affirmative (YE
In the case of S), it is determined that the learning value calculation condition is satisfied, and it is determined whether or not the count value of the timer tmREF1 is 0 (step S67). The answer is negative (NO), ie tmREF1>
If 0 and the predetermined time tmREF has not elapsed after the learning value calculation condition is satisfied, the learning value is not calculated and the step is performed.
Proceeding to S91, after the answer to step S67 is affirmative (YES), that is, after the lapse of the predetermined time tmREF, the process proceeds to step S68 and on to calculate a learning value according to the engine operating state.

Here, the reason why the learning value calculation is not performed before the lapse of the predetermined time even if the learning value calculation condition is satisfied is particularly considering the following points. That is, since there is a delay from when the air-fuel mixture is supplied to the intake system to when the air-fuel ratio is detected in the exhaust system after combustion, the target air-fuel ratio is changed from A / F = 16 to 22, for example. When the learning value is calculated immediately, the air-fuel ratio when the target air-fuel ratio A / F = 16 is detected in the exhaust system,
Using the KLAF value calculated based on the detected air-fuel ratio, the learning value when the target air-fuel ratio A / F = 22 is calculated. As a result, the learning value corresponding to the target air-fuel ratio A / F = 22 becomes a lean value (smaller value) than the original value, and in particular, the target air-fuel ratio is set leaner than the stoichiometric air-fuel ratio. Sometimes, the learning value further deviates in the lean direction, so that when the learning value is applied, a misfire may occur. Therefore, even if the condition that the target air-fuel ratio coefficient KCMD is the same value as the previous time is satisfied, the occurrence of the above-described problem is prevented by not calculating the learning value within the predetermined time tmREF. I try to prevent it.

In step S68, it is determined whether or not the engine is in an idle state. This determination is made, for example, by the engine speed,
This is performed based on the detected values of the intake pipe absolute pressure PBA and the throttle valve opening θTH. When the answer to step S68 is affirmative (YES), a predetermined time tmREFIDL (for example, 3 seconds) is set in step S91 to count the time after transition to the idle state, and the value of the timer tmREF2 at which the counting is started is set to the value. It is determined whether it is 0 (step S69). If this answer is negative (NO), the predetermined time tm after shifting to the idle state
This program ends without calculating the learning value in REFIDL. After the answer to step S69 becomes affirmative (YES), that is, after the lapse of the predetermined time tmREFIDL, the learning value for idle is used.
KREFIDL is calculated (step S70), and the calculated learning value KR is calculated.
Perform a limit check on EFIDL (step S71) and end this program.

As described above, the calculation of the learning value is not performed within a predetermined time after the transition to the idle state, so that the deviation of the learning value for idle KREFIDL can be prevented. That is, when the engine decelerates and shifts to the idle state, the flow rate of the air-fuel mixture is high immediately after the shift, the fuel attached to the intake pipe is sucked into the combustion chamber, and misfire easily occurs. However, it is impossible to accurately detect the air-fuel ratio corresponding to the supply air-fuel ratio. Therefore, by calculating the learning value after a lapse of a predetermined time after shifting to the idle state,
An air-fuel ratio correction coefficient based on the detected air-fuel ratio in a stable state is obtained, and a deviation of the learning value can be prevented.

The calculation of the learning value KREF in the step S70 is performed by the following equation (5).

Here, CREF is 1 to 65536 according to the engine operating state.
The variable KREF _(N-1) set to an appropriate value within the range is the previously calculated value of the learning value KREF.

According to the above equation (5), the learning value KREF is obtained by calculating the integral term KLAFI
, But the integral term KLAFI is substantially equal to the correction coefficient KLAF in a steady state. Therefore, the learning value KREF is
It can be regarded as the average of the KLAF values.

In the limit check in step S71, the calculated learning value is compared with a predetermined upper / lower limit value, and if the calculated learning value is out of the upper / lower limit value, the learning value is set to the upper limit value or the lower limit value.

When the answer to step S68 is negative (NO), that is, when the engine is not in the idle state, it is determined whether the selected valve timing is the high-speed valve timing (step S72). If the answer is negative (NO), that is, if the low-speed valve timing is selected, it is determined whether or not the engine speed NE is equal to or higher than a predetermined low-side rotation speed NREF (for example, 500 rpm) (step S80). If the answer to step S80 is negative (NO), that is, NE <NR
In the case of EF2, the step S is performed without calculating the learning value.
Go to 91. The answer to step S80 is affirmative (YES), that is, NE ≧ NR
In the case of EF2, in steps S81 to S87, the target air-fuel ratio coefficient KCMD and the first to fourth predetermined air-fuel ratios KCMDZL, KCMDZML, KCM
The following (L is set based on the magnitude relationship with DZMH and KCMDZH)
The learning value is calculated for the range of 1) to (L3) (steps S82, S86, S89), and after the calculated value is checked for the limit (steps S83, S87, S90), the process proceeds to step S91. The first to fourth predetermined air-fuel ratios KCMDZL, KCMDZML, KCM
DZMH and KCMDZH are, for example, A / F = 20.0, 15.0, 14.3,
It is set to a value equivalent to 13.0, and KCMDZL <KCMDZML <KCM
There is a relationship of DZMH <KCMDZH.

(L1) The range where KCMD ≦ KCMDZL is satisfied (when the answer to step S81 is negative (NO)) When the low-speed valve timing is selected and the target air-fuel ratio is set leaner than the stoichiometric air-fuel ratio, lean burn learning is performed. The value KREFL1 is calculated by the above equation (5).

(L2) The range in which KCMDZML ≦ KCMD ≦ KCMDZMH is satisfied (when the answer in step S81 is affirmative (YES) and the answers in steps S84 and S88 are both negative (NO)). When it is near the stoichiometric air-fuel ratio, the first low-speed valve timing learning value KREFL0 is calculated by the above equation (5).

(L3) The range where KCMD ≧ KCMDZH is satisfied (steps S81, S8
The answer to step S85 is both negative (N) and the answer to step S85 is negative (N).
At the time of O)) When the low speed valve timing is selected and the target air-fuel ratio is a value corresponding to the high load operation state, the second low speed valve timing learning value KREFL2 is calculated by the above equation (5).

On the other hand, the range in which KCMDZL <KCMD <KCMDZML is satisfied (when the answer to step S88 is affirmative (YES)) and KCMDZMH <KCMD
<The range where KCMDZH is satisfied (the answer in step S85 is affirmative (YE
For (S)), the process proceeds to step S91 without calculating the learning value.

In step S91, the timer tmREF2 is set to the predetermined time tmREF.
Set IDL, start it, and end this program.

When the answer to step S72 is affirmative (YES), that is, when the high-speed valve timing is selected, steps S73 to S79 are performed.
As a result, a learning value is calculated for the following ranges (H1) and (H2) set based on the magnitude relationship between the target air-fuel ratio coefficient KCMD and the second to fourth predetermined air-fuel ratios KCMDZML, KCMDZMH, and KCMDZH. (Steps S76 and S78) After performing a limit check of the calculated value (Steps S77 and S79), the process proceeds to Step S91.

(H1) A range where KCMDZML ≦ KCMD ≦ KCMDZMH is satisfied (when the answers of steps S73 and S74 are both negative (NO)) When the high-speed valve timing is selected and the target air-fuel ratio is near the stoichiometric air-fuel ratio, the first The high-speed valve timing learning value KREFH0 is calculated by the above equation (5).

(H2) Range where KCMD ≧ KCMDZH is satisfied (when the answer in step S73 is affirmative (YES) and the answer in step S75 is negative (NO)) High-speed valve timing is selected, and the target air-fuel ratio corresponds to the high load operation state If so, the second high-speed valve timing learning value KREFH2 is calculated by the above equation (5).

On the other hand, the range where KCMD <KCMDZML is satisfied (when the answer in step S74 is affirmative (YES)) and the range where KCMDZMH <KCMD <KCMDZH is satisfied (when the answer in step S75 is affirmative (YES))
For, the process proceeds to step S91 without calculating the learning value.

As described above, according to the program of FIG. 6, the learning value is calculated for each of the case where the target air-fuel ratio is near the stoichiometric air-fuel ratio, the case where the target air-fuel ratio is leaner than the stoichiometric air-fuel ratio, and the case where the target air-fuel ratio is richer. However, this takes into account the characteristic deterioration of the LAD sensor 15. That is, the LAF sensor 15 has a characteristic as shown by the solid line in FIG. 7 in a normal state, but when the characteristic deteriorates, the output value decreases on the lean side from the stoichiometric air-fuel ratio as shown by a broken line in FIG. Direction, and on the rich side, it increases, and does not change near the stoichiometric air-fuel ratio. Therefore, by calculating the learning value for each region determined by the relative relationship between the target air-fuel ratio and the stoichiometric air-fuel ratio, it is possible to set a more appropriate supply air-fuel ratio.

Further, in the present embodiment, the learning value is calculated corresponding to each of the selected valve timings.
The learning value does not change due to the change in the valve timing, and an appropriate learning value can be obtained corresponding to the selected valve timing.

Further, when the engine is running at a high speed (NE> NLAFH), the high-speed valve timing is selected, so that the open-loop control using the first high-speed valve timing learning value KREFH0 is performed (FIG. 4, step S20). During the subsequent fuel increase or when the engine water temperature is low (TW ≦ TWLAF), the low-speed valve timing is selected, so that the open-loop control using the first low-speed valve timing learning value KREFL0 is performed (FIG. 4, Since step S21) is performed, more appropriate setting of the supply air-fuel ratio can be performed in these open loop controls.

In the above-described embodiment, the learning value KREF is used by setting the air-fuel ratio correction coefficient KLAF to the calculated learning value KREF (KLAF = KREF), but the fuel injection is performed by the following equation (1 ′). By calculating the time T _OUT , the learning value KREF may be used.

T _OUT = Ti × KCMDM × KLAF × KREF × K ₁ + K ₂ (Effects of the Invention) As described above in detail, according to the present invention, the average value of the learning value of the air-fuel ratio correction coefficient is obtained. Since the calculation is performed when the state in which the target air-fuel ratio is the same is maintained for a predetermined time, it is possible to prevent a shift in the learning value due to a so-called delay in the intake / exhaust system when the target air-fuel ratio is changed. As a result, misfire or the like when the learning value is applied can be prevented.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a fuel supply control device to which the control method of the present invention is applied, FIG. 2 is a diagram showing a configuration of an exhaust concentration sensor, FIG. 3 is a perspective view of an exhaust concentration sensor main body, and FIG. FIG. 5 is a flowchart of a program for calculating an air-fuel ratio correction coefficient (KLAF), FIG. 5 is a flowchart of a program for calculating an air-fuel ratio correction coefficient based on the output of an exhaust concentration sensor, and FIG. FIG. 7 is a diagram showing output characteristics of the exhaust gas concentration sensor. 1 ... internal combustion engine, 5 ... electronic control unit (ECU), 6 ... fuel injection valve, 15 ... exhaust gas concentration sensor (oxygen concentration sensor).

Continuation of the front page (72) Inventor Atsushi Matsubara 1-4-1 Chuo, Wako-shi, Saitama Prefecture Honda Technical Research Institute Co., Ltd. (56) References JP-A-59-176445 (JP, A) JP-A-60-101243 (JP, A) JP-A-2-298640 (JP, A) JP-A-58-160528 (JP, A) JP-A-1-148044 (JP, U) (58) Fields investigated (Int. Cl. ⁶⁾ , DB name) F02D 41/00-45/00 395

Claims (3)

(57) [Claims] 1. An exhaust concentration sensor which is set in accordance with an operation state of an internal combustion engine and indicates a target air-fuel ratio, and an exhaust concentration sensor provided in an exhaust system of the engine and having an output characteristic substantially proportional to an exhaust gas concentration. And an air-fuel ratio correction coefficient set in accordance with the target air-fuel ratio coefficient to calculate an amount of fuel to be supplied to the engine, and feedback control the air-fuel ratio of the mixture supplied to the engine to the target air-fuel ratio. And calculating an average value of the air-fuel ratio correction coefficient, and an air-fuel ratio control method for an internal combustion engine using the average value as an initial value of the air-fuel ratio correction coefficient when shifting from the feedback control stopped state to the feedback control. The average value is calculated when a state in which the target air-fuel ratio set according to the engine operating state is the same for a predetermined time period. Air-fuel ratio control method for an internal combustion engine. 2. An exhaust gas concentration sensor which is set in accordance with an operation state of an internal combustion engine and indicates a target air-fuel ratio, and an exhaust gas concentration sensor provided in an exhaust system of the engine and having an output characteristic substantially proportional to an exhaust gas concentration. And an air-fuel ratio correction coefficient set in accordance with the target air-fuel ratio coefficient to calculate an amount of fuel to be supplied to the engine, and feedback control the air-fuel ratio of the mixture supplied to the engine to the target air-fuel ratio. And calculating an average value of the air-fuel ratio correction coefficient, and using the average value as the air-fuel ratio correction coefficient when the feedback control is stopped.
An air-fuel ratio control method for an internal combustion engine, wherein the average value is calculated when a state in which a target air-fuel ratio set according to the engine operating state is the same for a predetermined period of time. 3. An exhaust gas concentration sensor set according to the operating state of an internal combustion engine and representing a target air-fuel ratio and an exhaust gas concentration sensor provided in an exhaust system of the engine and having an output characteristic substantially proportional to an exhaust gas concentration. Using an output of the air-fuel ratio correction coefficient set according to the target air-fuel ratio coefficient and an average value of the air-fuel ratio correction coefficient, a fuel amount to be supplied to the engine is calculated. In the air-fuel ratio control method for an internal combustion engine, wherein the air-fuel ratio is feedback-controlled to the target air-fuel ratio, the average value is calculated when the same target air-fuel ratio set according to the operating state of the engine continues for a predetermined time. An air-fuel ratio control method for an internal combustion engine.