JP3015259B2 - Air-fuel ratio control device - Google Patents
Air-fuel ratio control deviceInfo
- Publication number
- JP3015259B2 JP3015259B2 JP6208964A JP20896494A JP3015259B2 JP 3015259 B2 JP3015259 B2 JP 3015259B2 JP 6208964 A JP6208964 A JP 6208964A JP 20896494 A JP20896494 A JP 20896494A JP 3015259 B2 JP3015259 B2 JP 3015259B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel ratio
- air
- way catalyst
- temperature
- fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Exhaust Gas After Treatment (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、内燃機関の浄化性能を
向上させるための空燃比制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air-fuel ratio control device for improving the purification performance of an internal combustion engine.
【０００２】[0002]
【従来の技術】従来、内燃機関の空燃比制御装置は、排
気路中に三元触媒を設け、少なくとも三元触媒の上流側
に空燃比センサを配置し、この空燃比センサの検出信号
が基準値に対してリーン側になった場合には、内燃機関
に供給される混合気の空燃比をリッチ側に変化させ、空
燃比センサの検出信号が基準値に対してリッチ側になっ
た場合には、内燃機関に供給される混合気の空燃比をリ
ーン側に変化させることにより、全体として排気ガスの
空燃比を所定の範囲内の値に維持するようにしたものが
一般的である。2. Description of the Related Art Conventionally, an air-fuel ratio control device for an internal combustion engine has a three-way catalyst provided in an exhaust passage, and an air-fuel ratio sensor disposed at least upstream of the three-way catalyst. If the air-fuel ratio of the air-fuel mixture supplied to the internal combustion engine is rich, the air-fuel ratio is changed to the rich side. Generally, the air-fuel ratio of an air-fuel mixture supplied to an internal combustion engine is changed to a lean side so that the air-fuel ratio of exhaust gas is generally maintained at a value within a predetermined range.
【０００３】このようなフィードバック制御には、空燃
比センサの検出信号をそのまま用いるもののほか、三元
触媒の下流側にも空燃比センサを設け、複数個の空燃比
センサの検出結果に応じて制御するもの等が知られてい
る。In such feedback control, in addition to using the detection signal of the air-fuel ratio sensor as it is, an air-fuel ratio sensor is provided downstream of the three-way catalyst, and control is performed in accordance with the detection results of the plurality of air-fuel ratio sensors. Are known.
【０００４】図５はこれらの制御の基本的な動作を示し
たものであり、（Ａ）は排気ガスの空燃比の変化状況
を、（Ｂ）は空燃比センサの検出信号の変化状況を、
（Ｃ）は混合気の空燃比状態たとえば燃料噴射量の変化
状況を示している。FIGS. 5A and 5B show the basic operation of these controls. FIG. 5A shows the change of the air-fuel ratio of the exhaust gas, FIG. 5B shows the change of the detection signal of the air-fuel ratio sensor, and FIG.
(C) shows the state of change in the air-fuel ratio state of the air-fuel mixture, for example, the fuel injection amount.
【０００５】[0005]
【発明が解決しようとする課題】しかしながら、上記従
来の空燃比制御装置においては、空燃比に影響を与える
内燃機関の構造モデルおよびパラメータを予め決めなけ
ればならず、またそれらパラメータは、実験、シュミレ
ーション等により決定し、運転状態毎にデ−タを決定し
てゆかなければならず、さらに、空燃比制御を高精度に
行なうためには、実験、シュミレーション等を繰り返し
行ない、デ−タ量も多くならざるを得ないという問題点
があった。However, in the above-described conventional air-fuel ratio control apparatus, the structure model and parameters of the internal combustion engine that affect the air-fuel ratio must be determined in advance, and these parameters are determined by experiments and simulations. And so on, and data must be determined for each operating state. Further, in order to perform air-fuel ratio control with high accuracy, experiments and simulations are repeated, and the amount of data is large. There was a problem that it had to be.
【０００６】また、空燃比にのみ着目していると、三元
触媒の温度が上がりすぎて劣化を早め、長期的にはシミ
ュレーション等で決定したデ−タと経年変化した三元触
媒の特性が合わなくなり、空燃比も最適値からずれてし
まうという問題点があった。If attention is paid only to the air-fuel ratio, the temperature of the three-way catalyst becomes too high to accelerate the deterioration. Therefore, there is a problem that the air-fuel ratio does not match and the air-fuel ratio also deviates from the optimum value.
【０００７】本発明は、上記従来の問題点を解決するも
のであり、排気中の有害成分の低減を適切に行ない、し
かも三元触媒の劣化を防ぐことのできる空燃比制御装置
を提供することを目的とする。The present invention has been made to solve the above-mentioned conventional problems, and provides an air-fuel ratio control device capable of appropriately reducing harmful components in exhaust gas and preventing deterioration of a three-way catalyst. With the goal.
【０００８】[0008]
【課題を解決するための手段】本発明は、上記目的を達
成するために、階層ニューラルネットワークによって、
空燃比ＡＦ（Ｋ）を目標値に制御するための燃料補正係
数を、１算出サイクル前の空燃比の値ＡＦ（Ｋ−１）
と、燃料噴射量ＦＩ（Ｋ）と、１算出サイクル前の燃料
噴射量ＦＩ（Ｋ）とパラメータとして算出して空燃比を
制御するようにしたものである。また、別の態様とし
て、排気路中に設けた三元触媒の温度を検出し、三元触
媒の温度が７００°Ｃ以下では目標空燃比を理想空燃比
の１４．７とし、７００°Ｃを越えると１４．７から１
４．０まで一次的に減少させてゆく設定により、三元触
媒の温度が所定値以上になった場合に、目標空燃比を理
想空燃比よりリーン側の値に修正するようにしたもので
ある。SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a hierarchical neural network.
A fuel correction unit for controlling the air-fuel ratio AF (K) to a target value
Is calculated as the value AF (K-1) of the air-fuel ratio before one calculation cycle.
, Fuel injection amount FI (K), and fuel before one calculation cycle
The air-fuel ratio is controlled by calculating the injection amount FI (K) and a parameter . In another aspect,
Te, detects the temperature of the three-way catalyst provided in the exhaust passage, a three-way catalyst
When the temperature of the medium is 700 ° C or less, the target air-fuel ratio is set to the ideal air-fuel ratio.
14.7 from 14.7 when the temperature exceeds 700 ° C
When the temperature of the three-way catalyst becomes equal to or higher than a predetermined value, the target air-fuel ratio is corrected to a value leaner than the ideal air-fuel ratio by setting to gradually decrease to 4.0. It was made.
【０００９】[0009]
【作用】したがって、本発明によれば、排気路中に設け
た三元触媒の温度が所定値以上になった場合に目標空燃
比を理想空燃比よりリーン側の値に修正することによ
り、触媒の温度上昇は一定範囲内に抑えられ、ＮＯｘの
発生を少なく抑えることができ、さらに三元触媒の劣化
を抑えることができる。Therefore, according to the present invention, when the temperature of the three-way catalyst provided in the exhaust passage becomes equal to or higher than a predetermined value, the target air-fuel ratio is corrected to a value leaner than the ideal air-fuel ratio. Is suppressed within a certain range, the generation of NOx can be reduced, and the deterioration of the three-way catalyst can be suppressed.
【００１０】[0010]
【実施例】図１は本発明の一実施例における空燃比制御
装置の構成を示すものである。図１において、１１は内
燃式のエンジン、１２はエンジン１１の運転状態を検出
するセンサ群、１３はエンジン１１の排気路中に設けら
れた三元触媒、１４はエンジンの排気路における空燃比
を検出するセンサ、１５はセンサ群１２および空燃比セ
ンサ１４の出力値と予め記憶してあるデータ群とを用い
て目標空燃比を算出するニューラルネットワークを用い
た空燃比制御手段、１６は三元触媒１３の温度を検出す
る温度センサ、１７は検出された三元触媒１３の温度が
所定値以上になった場合に目標空燃比を理想空燃比より
リーン側に修正する空燃比補正手段である。FIG. 1 shows the configuration of an air-fuel ratio control device according to an embodiment of the present invention. In FIG. 1, reference numeral 11 denotes an internal combustion engine, 12 denotes a group of sensors for detecting the operating state of the engine 11, 13 denotes a three-way catalyst provided in an exhaust passage of the engine 11, and 14 denotes an air-fuel ratio in the exhaust passage of the engine. A sensor 15 to be detected is air-fuel ratio control means using a neural network for calculating a target air-fuel ratio using output values of the sensor group 12 and the air-fuel ratio sensor 14 and a data group stored in advance, and 16 is a three-way catalyst. A temperature sensor 13 for detecting the temperature of 13 and an air-fuel ratio correcting means 17 for correcting the target air-fuel ratio to a leaner side than the ideal air-fuel ratio when the detected temperature of the three-way catalyst 13 becomes a predetermined value or more.
【００１１】図２は上記実施例におけるエンジンの概略
構成を示すものである。図２において、２１は燃焼室、
２２は吸気管、２３は排気管、２４は吸気管２２の中に
設けられたスロットルバルブ、２５はスロットルバルブ
２４の開閉を制御するスロットル開閉ステッピングモー
タ、２６はスロットルバルブ２４の開度を検出するスロ
ットル開度検出センサ、２７は吸気管２２の内圧を検出
する管内圧センサ、２８は吸気管２２内の空気中に燃料
を噴射するインジェクタ、２９は燃焼室２１内のガスに
点火する点火プラグ、３０は排気管２３内の空燃比を検
出する空燃比センサ、３１は排気管２３に設けられた三
元触媒、３１は三元触媒３０の前段に設けられた三元触
媒３０の温度を検出する温度センサである。これらのう
ち、スロットル開度検出センサ２６、管内圧センサ２７
は、図１の運転状態検出センサ群１２の一部を構成し、
空燃比センサ３０および温度センサ３２は、それぞれ図
１の空燃比センサ１４と温度センサ１６と同じである。
また温度センサ３２は、他の信号を基に触媒３１の温度
を推定するようなものであってもよい。FIG. 2 shows a schematic configuration of the engine in the above embodiment. In FIG. 2, 21 is a combustion chamber,
22 is an intake pipe, 23 is an exhaust pipe, 24 is a throttle valve provided in the intake pipe 22, 25 is a throttle opening / closing stepping motor for controlling opening and closing of the throttle valve 24, and 26 detects the opening of the throttle valve 24. A throttle opening detection sensor; 27, a pipe internal pressure sensor for detecting the internal pressure of the intake pipe 22; 28, an injector for injecting fuel into the air in the intake pipe 22; 29, an ignition plug for igniting gas in the combustion chamber 21; Reference numeral 30 denotes an air-fuel ratio sensor for detecting an air-fuel ratio in the exhaust pipe 23, reference numeral 31 denotes a three-way catalyst provided in the exhaust pipe 23, and reference numeral 31 denotes a temperature of the three-way catalyst 30 provided before the three-way catalyst 30. It is a temperature sensor. Among these, the throttle opening detection sensor 26, the pipe pressure sensor 27
Constitutes a part of the operating state detection sensor group 12 of FIG.
The air-fuel ratio sensor 30 and the temperature sensor 32 are the same as the air-fuel ratio sensor 14 and the temperature sensor 16 of FIG. 1, respectively.
Further, the temperature sensor 32 may be one that estimates the temperature of the catalyst 31 based on another signal.
【００１２】図３は上記実施例における空燃比制御手段
１５におけるニューラルネットワークの構成を示してい
る。このニューラルネットワークは、入力層素子８、中
間層素子数１０、出力層素子数１によって構成されてい
る。各層の素子数は、経験的に求めたものであり、適性
な素子数は、適用するシステムにより異なり、本発明に
おいても、素子数を種々に変化することができる。FIG. 3 shows the configuration of a neural network in the air-fuel ratio control means 15 in the above embodiment. This neural network is composed of eight input layer elements, ten intermediate layer elements, and one output layer element. The number of elements in each layer is determined empirically, and the appropriate number of elements differs depending on the system to be applied. In the present invention, the number of elements can be variously changed.
【００１３】次に上記実施例の動作について説明する。
空燃比制御手段１５のニューラルネットワークに入力さ
れる信号は、空燃比センサ３０からの空燃比ＡＦ（Ｋ−
１）、温度センサ３２からの触媒温度ＴＣ（Ｋ−１）、
インジェクタ２８における燃料噴射量ＦＩ（Ｋ）、ＦＩ
（Ｋ−１）、管内圧センサ２７からの吸気管内圧ＰＢ
（Ｋ−１）、図示されないクランク角センサからのエン
ジン回転数ＮＥ（Ｋ−１）、スロットル開度検出センサ
２６からのスロットル開度ＴＨＬ（Ｋ−１）、図示され
ない速度センサからの車体速度ＶＳＰ（Ｋ−１）を使用
している。Next, the operation of the above embodiment will be described.
The signal input to the neural network of the air-fuel ratio control means 15 is based on the air-fuel ratio AF (K−
1), the catalyst temperature TC (K-1) from the temperature sensor 32,
Fuel injection amount FI (K), FI in injector 28
(K-1), the intake pipe internal pressure PB from the pipe internal pressure sensor 27
(K-1), the engine speed NE (K-1) from a crank angle sensor (not shown), the throttle opening THL (K-1) from the throttle opening detection sensor 26, and the vehicle speed VSP from a speed sensor (not shown). (K-1) is used.
【００１４】ここで、（Ｋ−１）というのは１算出サイ
クル前の値の意味であり、内燃機関が構造的に一次遅れ
系になっているという理由から使用している。したがっ
て（Ｋ−２）であっても、（Ｋ−３）であっても本質的
には変わりない。また出力信号としては空燃比ＡＦ
（Ｋ）を使用し、このＡＦ（Ｋ）と空燃比の目標値の差
がゼロに収束するように学習を行なう。Here, (K-1) means a value one calculation cycle before, and is used because the internal combustion engine is structurally a first-order lag system. Therefore, there is essentially no difference between (K-2) and (K-3). The output signal is the air-fuel ratio AF
Using (K), learning is performed such that the difference between AF (K) and the target value of the air-fuel ratio converges to zero.
【００１５】この階層ニューラルネットワークをさまざ
まな運転状態で学習させる。学習方法は、バックプロパ
ゲーションと呼ばれる手法が一般的であるが、必ずしも
この手法に限る必要はなく、他の手法であっても問題な
い。The hierarchical neural network is learned in various driving states. As a learning method, a method called back propagation is generally used, but it is not necessarily limited to this method, and there is no problem even if another method is used.
【００１６】ここで例えば図４に示すように、排気路中
に設けられた三元触媒の温度ＴＣから目標空燃比を求め
る。本実施例では、ＴＣと目標空燃比の関係をグラフで
表現しているが、線型多項式で表現しても構わない。本
実施例では、三元触媒の温度が７００°Ｃ以下では目標
空燃比を理想空燃比の１４．７とし、７００°Ｃを越え
ると１４．７から１４．０まで一次的に減少させてゆく
設定としている。Here, for example, as shown in FIG. 4, a target air-fuel ratio is obtained from the temperature TC of the three-way catalyst provided in the exhaust passage. In the present embodiment, the relationship between TC and the target air-fuel ratio is represented by a graph, but may be represented by a linear polynomial. In this embodiment, when the temperature of the three-way catalyst is 700 ° C. or less, the target air-fuel ratio is set to 14.7 of the ideal air-fuel ratio, and when it exceeds 700 ° C., the target air-fuel ratio is temporarily reduced from 14.7 to 14.0. It is set.
【００１７】上記ように目標空燃比を、触媒温度ＴＣに
応じて設定してゆきながら、さまざまな運転状態に対し
て学習してゆく。このように学習した階層ニューラルネ
ットワークは、空燃比制御の観点から見ると、同定され
た内燃機関のモデルそのものとなっている。While setting the target air-fuel ratio in accordance with the catalyst temperature TC as described above, learning is performed for various operating states. The hierarchical neural network learned in this way is the identified internal combustion engine model itself from the viewpoint of air-fuel ratio control.
【００１８】次に、この階層ニューラルネットワークか
ら適性ＦＩ（Ｋ）を求めるために、階層ニューラルネッ
トワークを非線型関数Ｆnnとみなす。この関数Ｆnnの構
造は、下記（１）式で表現される。 AF（K)＝Fnn(AF(K-1), TC(K-1), FI(K), FI(K-1),PB(K-1),NE(K-1),THL(K-1 ),VSP(K-1)) ・・・（１）Next, in order to obtain an appropriate FI (K) from the hierarchical neural network, the hierarchical neural network is regarded as a nonlinear function Fnn. The structure of this function Fnn is expressed by the following equation (1). AF (K) = Fnn (AF (K-1), TC (K-1), FI (K), FI (K-1), PB (K-1), NE (K-1), THL (K -1), VSP (K-1)) ・ ・ ・ (1)
【００１９】このＦnnの構造を決めている変数は、本実
施例の空燃比制御装置においては、ＡＦ（Ｋ−１），Ｆ
Ｉ（Ｋ），ＦＩ（Ｋ−１）であるため、その他は外乱扱
いとする。そこで、上記Ｆnnを、変数ＡＦ（Ｋ−１），
ＦＩ（Ｋ），ＦＩ（Ｋ−１）で偏微分して以下の式を得
る。 △AF(K) ＝P1＊△AF(K-1) ＋P2＊△FI(K-1) ＋Q ＊△FI(K) ・・・（２）The variables that determine the structure of Fnn are AF (K-1) and F (K-1) in the air-fuel ratio control device of this embodiment.
Since I (K) and FI (K-1), the others are treated as disturbances. Therefore, the above Fnn is set as a variable AF (K-1),
The following equation is obtained by performing partial differentiation on FI (K) and FI (K-1). △ AF (K) = P1 * △ AF (K-1) + P2 * △ FI (K-1) + Q * △ FI (K) ・ ・ ・ (2)
【００２０】但し、Ｐ１，Ｐ２，ＱはそれぞれＦnnを、
ＡＦ（Ｋ−１），ＦＩ（Ｋ−１），ＦＩ（Ｋ）で偏微分
したものである。Here, P1, P2 and Q represent Fnn, respectively.
The values are partially differentiated by AF (K-1), FI (K-1), and FI (K).
【００２１】また、２つの以下の関係式は自明である。 AF(K) ＝AF(K-1) ＋ΔAF(K-1) ・・・（３） △FI(K) ＝△FI(K) ・・・（４） 以上（２）、（３）、（４）式を行列式で表記すると、The following two relational expressions are self-evident. AF (K) = AF (K-1) + ΔAF (K-1) (3) ΔFI (K) = △ FI (K) (4) Above (2), (3), ( 4) When the expression is expressed by a determinant,
【００２２】[0022]
【表１】 [Table 1]
【００２３】上記状態方程式に含められた行列式を解け
ば、△ＦＩ（Ｋ）を求めることができる。例えば極指定
法を用いれば、（５）式は△ＦＩ（Ｋ）について解くこ
とは可能であるが、本発明においては必ずしも解く手法
は限定しない。△ FI (K) can be obtained by solving the determinant included in the above state equation. For example, if the pole assignment method is used, equation (5) can be solved for △ FI (K), but the present invention does not necessarily limit the solving method.
【００２４】これらの計算は、内燃機関サイクルに同期
した周期で実行し、運転条件変化による非線型性に対処
している。このようにして算出したＦＩ（Ｋ）を用い
て、空燃比制御を行なう。These calculations are executed in a cycle synchronized with the internal combustion engine cycle, and take into account non-linearity caused by changes in operating conditions. The air-fuel ratio control is performed using the FI (K) calculated in this manner.
【００２５】[0025]
【発明の効果】本発明は、上記実施例から明らかなよう
に、階層ニューラルネットワークによって、空燃比ＡＦ
（Ｋ）を目標値に制御するための燃料補正係数を、１算
出サイクル前の空燃比の値ＡＦ（Ｋ−１）と、燃料噴射
量ＦＩ（Ｋ）と、１算出サイクル前の燃料噴射量ＦＩ
（Ｋ）とパラメータとして算出して空燃比を制御するよ
うにした。また、別の態様として、排気路中に設けた三
元触媒の温度を検出し、三元触媒の温度が７００°Ｃ以
下では目標空燃比を理想空燃比の１４．７とし、７００
°Ｃを越えると１４．７から１４．０まで一次的に減少
させてゆく設定にした。これにより、燃料補正により空
燃比制御を行なう制御体系を単純化することができ、ま
た、三元触媒の温度が所定値以上になった場合に、目標
空燃比を理想空燃比よりリーン側の値に修正することに
より、触媒の温度上昇は一定範囲内に抑えられ、ＮＯｘ
の発生をより適切に少なく抑えることができ、さらに三
元触媒の劣化を少なく抑えることができるという利点を
有する。According to the present invention, as is apparent from the above embodiment, the air-fuel ratio AF is controlled by the hierarchical neural network.
The fuel correction coefficient for controlling (K) to the target value is calculated by one.
Air-fuel ratio value AF (K-1) before the outgoing cycle and fuel injection
The fuel injection amount FI (K) and the fuel injection amount FI one calculation cycle before.
(K) and calculate it as a parameter to control the air-fuel ratio.
Caught. Further, as another aspect, a three-dimensional device provided in an exhaust passage is provided.
The temperature of the three-way catalyst is detected when the temperature of the three-way catalyst is 700 ° C or less.
Below, the target air-fuel ratio is set to 14.7 of the ideal air-fuel ratio, and 700
Temporarily decreases from 14.7 to 14.0 over ° C
It was set to let it go. As a result, empty due to fuel correction
The control system for controlling the fuel ratio can be simplified.
Further, when the temperature of the three-way catalyst becomes equal to or higher than a predetermined value, the target air-fuel ratio is corrected to a value leaner than the ideal air-fuel ratio, so that the temperature rise of the catalyst is suppressed within a certain range, and NOx
This has the advantage that the generation of the catalyst can be suppressed more appropriately and the deterioration of the three-way catalyst can be further suppressed.
【図１】本発明の一実施例における空燃比制御装置の概
略ブロック図FIG. 1 is a schematic block diagram of an air-fuel ratio control device according to an embodiment of the present invention.
【図２】本発明の一実施例における内燃機関の概略構成
図FIG. 2 is a schematic configuration diagram of an internal combustion engine in one embodiment of the present invention.
【図３】本発明の一実施例におけるニュ−ラルネットワ
ークの概略構成図FIG. 3 is a schematic configuration diagram of a neural network according to an embodiment of the present invention.
【図４】本発明の一実施例における三元触媒温度と目標
空燃比の関係図FIG. 4 is a diagram showing a relationship between a three-way catalyst temperature and a target air-fuel ratio in one embodiment of the present invention.
【図５】従来の空燃比制御における動作説明図FIG. 5 is an explanatory diagram of an operation in a conventional air-fuel ratio control.
１１ エンジン １２ 運転状態検出センサ群 １３ 三元触媒 １４ 空燃比センサ １５ 空燃比制御手段 １６ 温度センサ １７ 空燃比補正手段 DESCRIPTION OF SYMBOLS 11 Engine 12 Operation state detection sensor group 13 Three-way catalyst 14 Air-fuel ratio sensor 15 Air-fuel ratio control means 16 Temperature sensor 17 Air-fuel ratio correction means
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ Ｆ０２Ｄ 45/00 ３２４ Ｆ０２Ｄ 45/00 ３２４ (58)調査した分野(Int.Cl.7，ＤＢ名) F02D 41/14 310 F01N 3/24 ZAB F02D 41/04 305 F02D 45/00 312 F02D 45/00 324 ──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. 7 identification code FI F02D 45/00 324 F02D 45/00 324 (58) Fields investigated (Int. Cl. 7 , DB name) F02D 41/14 310 F01N 3/24 ZAB F02D 41/04 305 F02D 45/00 312 F02D 45/00 324
Claims (2)
および排気路中に設けられた空燃比センサの出力値と予
め記憶してあるデ−タ群を用いて目標空燃比を算出する
空燃比制御手段と、前記内燃機関の排気路中に設けた三
元触媒の温度を検出する手段と、前記検出された三元触
媒の温度が所定値以上になった場合に前記目標空燃比を
理想空燃比よりリーン側の値に修正する空燃比補正手段
とを備え、 前記空燃比制御手段が、前記センサ群のう
ちの１個以上の出力値を階層ニューラルネットワークに
入力し、前記空燃比センサの出力値が目標空燃比と一致
するように前記ニューラルネットワークを学習すること
により前記内燃機関を同定し、前記同定されたニューラ
ルネットワークの出力である空燃比を、 ＡＦ（Ｋ）＝Ｆnn（ＡＦ（Ｋ−１），ＴＣ（Ｋ−１），
ＦＩ（Ｋ）， ＦＩ（Ｋ−１），ＰＢ（Ｋ−１），ＮＥ（Ｋ−１），Ｔ
ＨＬ（Ｋ−１），ＶＳＰ（Ｋ−１）） ここで、ＡＦ（Ｋ）：空燃比 ＴＣ（Ｋ）：三元触媒の温度 ＦＩ（Ｋ）：燃料噴射量 ＰＢ（Ｋ）：吸気管内圧 ＮＥ（Ｋ）：エンジン回転数 ＴＨＬ（Ｋ）：スロットル開度 ＶＳＰ（Ｋ）：車体速度 の式で表現される非線形型関数で表し、この非線形型関
数Ｆnnから変数ＡＦ（Ｋ−１），ＦＩ（Ｋ），ＦＩ（Ｋ
−１）をパラメータとして燃料補正係数を算出すること
を特徴とする 空燃比制御装置。An air-fuel ratio for calculating a target air-fuel ratio using an output value of a sensor group for detecting an operation state of an internal combustion engine and an air-fuel ratio sensor provided in an exhaust path and a data group stored in advance. Control means; means for detecting a temperature of a three-way catalyst provided in an exhaust passage of the internal combustion engine; and setting the target air-fuel ratio to an ideal air-fuel ratio when the detected temperature of the three-way catalyst becomes equal to or higher than a predetermined value. e Bei the air-fuel ratio correction means for correcting a value leaner than the air-fuel ratio control means, said sensors
One or more output values to a hierarchical neural network
Input and the output value of the air-fuel ratio sensor matches the target air-fuel ratio
Learning the neural network to do
The internal combustion engine is identified by the
The air-fuel ratio, which is the output of the Le network, AF (K) = Fnn ( AF (K-1), TC (K-1),
FI (K), FI (K-1), PB (K-1), NE (K-1), T
HL (K-1), VSP (K-1)) where, AF (K): Air-fuel ratio TC (K): Temperature of three-way catalyst FI (K): Fuel injection amount PB (K): Intake pipe internal pressure NE (K): Engine speed THL (K): Throttle opening VSP (K): Expressed by a nonlinear function expressed by an equation of vehicle body speed.
From the number Fnn, the variables AF (K-1), FI (K), FI (K
-1) Calculating the fuel correction coefficient using as a parameter
An air-fuel ratio control device characterized by the following .
触媒の温度が７００°Ｃ以下では目標空燃比を理想空燃
比の１４．７とし、７００°Ｃを越えると１４．７から
１４．０まで一次的に減少させてゆく設定により前記目
標空燃比を求めることを特徴とする請求項１記載の空燃
比制御装置。2. The three-way catalyst according to claim 1, wherein said three-way catalyst temperature is TC.
When the temperature of the catalyst is 700 ° C or less, the target air-fuel ratio
The ratio is 14.7, and when it exceeds 700 ° C, it becomes 14.7.
With the setting to decrease temporarily to 14.0,
2. The air-fuel ratio control device according to claim 1, wherein the target air-fuel ratio is obtained.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6208964A JP3015259B2 (en) | 1994-09-01 | 1994-09-01 | Air-fuel ratio control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6208964A JP3015259B2 (en) | 1994-09-01 | 1994-09-01 | Air-fuel ratio control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0874627A JPH0874627A (en) | 1996-03-19 |
| JP3015259B2 true JP3015259B2 (en) | 2000-03-06 |
Family
ID=16565078
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6208964A Expired - Fee Related JP3015259B2 (en) | 1994-09-01 | 1994-09-01 | Air-fuel ratio control device |
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| Country | Link |
|---|---|
| JP (1) | JP3015259B2 (en) |
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| FR2876152B1 (en) * | 2004-10-06 | 2006-12-15 | Renault Sas | IMPROVED METHOD AND SYSTEM FOR ESTIMATING EXHAUST GAS TEMPERATURE AND INTERNAL COMBUSTION ENGINE EQUIPPED WITH SUCH A SYSTEM |
| CN106767763A (en) * | 2017-03-15 | 2017-05-31 | 北方工业大学 | Environment compensation device and method for plane attitude measurement sensor |
| KR102202926B1 (en) * | 2020-01-10 | 2021-01-14 | 주식회사 현대케피코 | A real time engine control method for reducing NOx in use with deep-learning |
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Also Published As
| Publication number | Publication date |
|---|---|
| JPH0874627A (en) | 1996-03-19 |
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