JPH0742596A - Air-fuel ratio control device - Google Patents

Abstract

PURPOSE:To promote activation of an exhaust gas sensor by a method wherein, when a cooling water temperature exceeds a given value, the exhaust gas sensor is not activated and beside in an idling state, the activation correction angle of the exhaust gas sensor is set to a given value, and an exhaust gas temperature is increased through delay control of an ignition timing. CONSTITUTION:In an internal combustion engine 2, a fuel injection valve 42 is disposed to the lower part of an intake manifold 32 in a state to point to a combustion chamber 12. Meanwhile, An O2 sensor 62 being an exhaust gas sensor is disposed to the upper part of an exhaust pipe 38. An amount of fuel injected through a fuel injection valve 42 is controlled by a control means 68 based on a detecting signal from the O2 sensor 66 In this case a throttle sensor 54 to detect the opening of an intake throttle valve 26 and a water temperature sensor 64 to detect a cooling water temperature are provided. In which case, when a cooling water temperature exceeds a given value, the O2 sensor 66 is not activated and besides in an idling state, the activation correction angle of the O2 sensor 66 is set to a given value and delay control of the ignition timing of an ignition plug 56 is carried out by the control means 68.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air-fuel ratio control device, and more particularly, an exhaust sensor is provided in an exhaust system of an internal combustion engine, and the air-fuel ratio of an air-fuel mixture is controlled to a target value based on a detection signal of the exhaust sensor. The present invention relates to an air-fuel ratio control device.

[0002]

2. Description of the Related Art In some vehicles, in order to purify exhaust gas discharged from an internal combustion engine, a catalyst body is provided in the middle of an exhaust pipe of an exhaust system and an O ₂ sensor is provided. Some of such internal combustion engines have an air-fuel ratio control device such as an ignition timing control device, an idle rotation control device, a fuel injection control device, or the like.

A method for controlling the air-fuel ratio is disclosed in Japanese Patent Laid-Open No. 58-58.
As disclosed in JP-A-27820, an air-fuel ratio feedback control is performed by adjusting a fuel injection amount of a fuel injection device by a signal of an air-fuel ratio sensor for detecting an exhaust gas component provided in an exhaust system of an internal combustion engine. There has been a device that uses a fuel ratio control device and limits the air-fuel ratio feedback control range according to the active state of the air-fuel ratio sensor.

[0004]

In the conventional air-fuel ratio control device, the exhaust system is provided with an O ₂ sensor for performing O ₂ feedback control. This O ₂ sensor has O ₂
To fulfill cold activation of the sensor by increasing the ambient temperature of the O ₂ sensor by the heater is O ₂ sensor with a heater to promote activation.

By the way, if the O ₂ sensor with the heater is not used, the fast idle speed is high at a low temperature.
The exhaust temperature rises and the ambient temperature of the O ₂ sensor also rises, and the O ₂ sensor is easily activated.

[0006] However, at the time of restart at room temperature or higher, in order to settle down to idle speed immediately without any high fast idle speed is not the exhaust temperature is high, because the ambient temperature of the O ₂ sensor is also low, the O ₂ sensor Could not be activated.

If the O ₂ sensor is not activated, the control means does not start the O ₂ feedback control, so that an appropriate air-fuel ratio cannot be obtained and the exhaust gas characteristics and the fuel consumption are deteriorated, which is a practical disadvantage. There was an inconvenience that

Also, in cold regions and high altitudes, if the internal combustion engine is left idle for a long time, the exhaust gas temperature may drop and the O ₂ sensor may become inactive. There was a disadvantage that it was a disadvantage.

[0009]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention provides an exhaust gas sensor in an exhaust system of an internal combustion engine, and sets an air-fuel ratio of an air-fuel mixture to a target value based on a detection signal of the exhaust gas sensor. In the air-fuel ratio control device for controlling so that the throttle valve for detecting the opening state of the intake throttle valve and the water temperature sensor for detecting the cooling water temperature in the internal combustion engine are provided, the cooling water temperature by this water temperature sensor is set to a predetermined value. When the temperature is higher than the water temperature and the exhaust sensor is not activated and is in the idling state, the exhaust sensor activation correction angle is set to a predetermined angle and the exhaust temperature is controlled by the ignition timing retard control according to the exhaust sensor activation correction angle. Is provided to control the exhaust sensor to be activated.

Further, in an air-fuel ratio control device for controlling an air-fuel ratio of an air-fuel mixture to a target value on the basis of a detection signal of the exhaust sensor, an exhaust sensor is provided in an exhaust system of an internal combustion engine. Is equipped with a throttle sensor that detects the temperature of the internal combustion engine, and a water temperature sensor that detects the temperature of the cooling water in the internal combustion engine is provided.The cooling water temperature by this water temperature sensor is equal to or higher than a predetermined water temperature, the exhaust sensor is not activated, and the idling state is At some time, the exhaust sensor activation correction rotational speed is set to a predetermined rotational speed, and control means is provided to control the exhaust sensor to activate the exhaust sensor by raising the exhaust temperature by idle speed control according to the exhaust sensor activation correction rotational speed. It is characterized by

Further, in an air-fuel ratio control device which is provided with an exhaust sensor in the exhaust system of the internal combustion engine and controls the air-fuel ratio of the air-fuel mixture to a target value based on the detection signal of the exhaust sensor, the opening state of the intake throttle valve Is equipped with a throttle sensor that detects the temperature of the internal combustion engine, and a water temperature sensor that detects the temperature of the cooling water in the internal combustion engine is provided.The cooling water temperature by this water temperature sensor is equal to or higher than a predetermined water temperature, the exhaust sensor is not activated, and the engine is idling. At some time, the exhaust sensor activation reduction correction coefficient is set to a predetermined value, and a control means is provided for controlling the exhaust sensor to be activated by raising the exhaust temperature by fuel injection control according to the exhaust sensor activation reduction correction coefficient. Characterize.

Further, in an air-fuel ratio control system in which an exhaust sensor is provided in an exhaust system of an internal combustion engine and feedback control is performed based on a detection signal of the exhaust sensor so that an air-fuel ratio of an air-fuel mixture becomes a target value, feedback control is being performed and idling is performed. It is characterized in that the control means is provided with a function of judging activation of the exhaust sensor after a predetermined time has passed.

[0013]

According to the invention as described above, when the cooling water temperature by the water temperature sensor is equal to or higher than the predetermined water temperature and the exhaust sensor is not activated and is in the idling state, the control means causes the exhaust sensor activation correction angle to be adjusted. Is set to a predetermined angle, and the exhaust temperature is raised by the ignition timing retard control according to the exhaust sensor activation correction angle to activate the exhaust sensor.

Further, when the cooling water temperature by the water temperature sensor is equal to or higher than the predetermined water temperature, the exhaust sensor is not activated and is in the idling state, the control means sets the exhaust sensor activation correction rotational speed to the predetermined rotational speed. The exhaust temperature is set, and the exhaust temperature is raised by the idle speed control according to the exhaust sensor activation correction rotational speed, and the exhaust sensor is controlled to be activated.

Further, when the cooling water temperature by the water temperature sensor is equal to or higher than the predetermined water temperature and the exhaust sensor is not activated and is in the idling state, the control means sets the exhaust sensor activation reduction correction coefficient to a predetermined value. However, the exhaust gas temperature is raised by the fuel injection control according to the exhaust gas sensor activation reduction correction coefficient, and the exhaust gas sensor is controlled to be activated.

Furthermore, during feedback control and after the idling state has elapsed for a predetermined time, the control means determines whether the exhaust sensor is activated.

[0017]

Embodiments of the present invention will be described in detail below with reference to the drawings.

1 and 2 show a first embodiment of the present invention. 2, 2 is an internal combustion engine, 4 is a cylinder block, 6 is a cylinder head, 8 is a cylinder head cover, 10 is a piston, 12 is a combustion chamber, 14 is an intake valve, 16 is an exhaust valve, 18 is an intake port, and 20 is It is an exhaust port.

An intake passage 22 is connected to the intake port 18 of the internal combustion engine 2. The intake passage 22 includes an air cleaner 24 and an intake throttle valve 26, which are arranged from the upstream side.
Throttle body 28 and surge tank 3
0, the intake manifold 32.

Further, the exhaust port 20 of the internal combustion engine 2 has
The exhaust passage 34 is connected. This exhaust passage 34 is
It is formed by the exhaust manifold 36 and the exhaust pipe 38. A catalytic converter 40 is arranged at the upstream portion of the exhaust pipe 38.

At the downstream portion of the intake manifold 32,
A fuel injection valve 42 is attached so as to be directed toward the combustion chamber 12.

A bypass air passage 44 is provided to bypass the intake throttle valve 26 in the throttle body 28. In the middle of this bypass air passage 44,
An ISC valve (VSV) 46, which is an electromagnetic valve that opens and closes the bypass air passage 44 to adjust the intake air amount, is interposed.

The surge tank 40 includes a pressure sensor 4
A pressure introducing passage 50 for detection that guides the pressure in the surge tank 30 is communicated with 8.

Further, an intake air temperature sensor 52 for detecting the intake air temperature is attached to an upstream portion of the intake manifold 32.

Further, there is provided a throttle sensor 54 for detecting the opening state of the intake throttle valve 26 to judge the idle rotation state of the internal combustion engine 2.

Further, a distributor 58 is connected to the spark plug 56 arranged at a substantially central portion of the internal combustion engine 2. A crank angle sensor 60 is attached to the distributor 58, and an ignition coil 62 is connected to the distributor 58.

Further, the cylinder block 4 of the internal combustion engine 2 is provided with a water temperature sensor 64 for detecting the cooling water temperature.

Furthermore, an O ₂ sensor 66, which is an exhaust sensor, is arranged at a portion upstream of the exhaust system catalytic converter 40.

Further, the fuel injection valve 42, the ISC valve (idle speed control valve, VSV) 46, the pressure sensor 48, the intake air temperature sensor 52, the throttle sensor 54,
The crank angle sensor 60, the ignition coil 62, the water temperature sensor 64, and the O ₂ sensor 66 are connected to the control means 68. A vehicle speed sensor 70 is connected to the control means 68.

When the cooling water temperature measured by the water temperature sensor 64 is equal to or higher than a predetermined water temperature, for example, the O ₂ feedback start water temperature, and the O ₂ sensor 66 is not activated and is in the idling state, the control means 68 controls the O _{The 2} sensor activation correction angle θ ₀₂ (° C A) is set to a predetermined angle A (° C A), and the exhaust gas temperature is controlled by the ignition timing retard control according to the O ₂ sensor activation correction angle θ ₀₂ (° C A). Raise, O
_{2 The} sensor 66 is controlled to be activated.

Further, the control means 68 is in a feedback control state and in an idling state for a predetermined time t (mi).
After n), it has a function of judging activation of the O ₂ sensor 66.

More specifically, if the judgment as to whether the cooling water temperature is equal to or higher than the O ₂ feedback start water temperature is YES, the control means 68 judges whether or not the O ₂ sensor is activated. To do. Then, if this determination is NO, it is determined whether or not it is in the idling state. Next, if this determination is YES, the O ₂ sensor activation correction angle θ ₀₂ is set to a predetermined angle A (° C A), open loop control is performed, and then fuel injection control and ignition timing control are performed. It is a thing.

Further, the control unit 68, when the O ₂ sensor is activated, performs O ₂ feedback control,
After that, fuel injection control and ignition timing control are performed. Then, the idling state is a predetermined time t (min)
It is judged whether or not the time has elapsed, and if the judgment is YES, it is again judged whether or not the O ₂ sensor is activated.

Next, the operation of the first embodiment will be described with reference to the flowchart of FIG.

The program starts (step 102)
Then, first, the operation state information is input (step 10
4) It is determined whether or not the cooling water temperature is equal to or higher than the O ₂ feedback start water temperature (step 106).

If this judgment (step 106) is YES, it is judged whether or not the O ₂ sensor is activated (step 108), and this judgment (step 108) is Y.
In the case of ES, the O ₂ sensor activation correction angle θ _{02 is set} to 0 (° C
A) (step 110), O ₂ feedback control is performed (step 112), and then fuel injection control and ignition timing control are performed (step 114).

Then, idling is performed for a predetermined time t (mi
n) It is judged whether or not the time has passed (step 116),
If this determination (step 116) is YES, the procedure returns to the determination (step 108), and if the determination (step 116) is NO, the procedure returns to step 112.

If the determination as to whether the above-mentioned O ₂ sensor is activated (step 108) is NO, it is determined whether or not it is in the idling state (step 118).
If this determination (step 118) is YES, the O ₂ sensor activation correction angle θ ₀₂ is set to a predetermined angle A (° C A) (step 120), open loop control is performed (step 122), and then The fuel injection control and the ignition timing control are performed (step 124), and the process returns to step 106.

If the determination (step 118) is NO, the O ₂ sensor activation correction angle θ _{02 is set} to 0 (° C A) (step 126) and open loop control is performed (step 122).

Further, it is judged whether or not the cooling water temperature is equal to or higher than the O ₂ feedback start water temperature (step 106).
In the case of O, the O ₂ sensor activation correction angle θ02 is 0 (° C A)
(Step 126).

As a result, when the O ₂ sensor is inactive, the O ₂ sensor activation correction angle θ ₀₂ (° C A) is set to the predetermined angle A.
(° C A) and set this O ₂ sensor activation correction angle θ
_The exhaust gas temperature can be raised by the ignition timing retard control according to ₀₂ (° C A), and the activation of the O ₂ sensor can be promoted, which is practically advantageous.

Further, it is possible to deal with the problem only by changing the program of the control means 68 without adding the parts of the control means 68 or exchanging the parts, which is economically advantageous because the manufacturing cost can be kept low.

Further, the activation of the O ₂ sensor 66 can be judged again, and it is possible to prevent the O ₂ sensor 66 from becoming inactive when it is idling for a long time in a cold region or a highland. , Practically advantageous.

FIG. 3 shows a second embodiment of the present invention. In the second embodiment, the parts having the same functions as those of the first embodiment will be described with the same reference numerals.

The feature of the second embodiment is that the cooling water temperature by the water temperature sensor is equal to or higher than a predetermined water temperature, for example, the O ₂ feedback start water temperature, and the exhaust sensor is not activated and is in an idling state. At some times, the exhaust sensor activation correction rotational speed N ₀₂ (rpm) is set to a predetermined rotational speed A (rpm), and the exhaust temperature is raised by idle speed control according to the exhaust sensor activation correction rotational speed N ₀₂ (rpm). The control means for controlling to activate the exhaust sensor is provided.

Next, the operation of the second embodiment will be described with reference to the flowchart of FIG.

Program starts (step 202)
Then, first, the operation state information is input (step 20
4) It is determined whether or not the cooling water temperature is equal to or higher than the O ₂ feedback start water temperature (step 206).

If this determination (step 206) is YES, it is determined whether the O ₂ sensor is activated (step 208), and this determination (step 208) is Y.
In case of ES, O ₂ sensor activation correction rotational speed N ₀₂ (rp
m) is set to 0 (rpm) (step 210), O ₂ feedback control is performed (step 212), and thereafter,
Fuel injection control and ignition timing control are performed (step 21).
4).

Then, idling is performed for a predetermined time t (mi
n) It is judged whether or not the time has passed (step 216),
If this determination (step 216) is YES, the procedure returns to the determination (step 208), and if the determination (step 216) is NO, the procedure returns to step 212.

If the determination as to whether the above-mentioned O ₂ sensor is activated (step 208) is NO, it is determined whether or not it is in the idling state (step 218).
If this determination (step 218) is YES, the O ₂ sensor activation correction rotational speed N ₀₂ (rpm) is set to the predetermined rotational speed A (rpm) (step 220), and open loop control is performed (step 222). ), And thereafter, fuel injection control and ignition timing control are performed (step 224),
Return to step 106.

If the determination (step 218) is NO, the O ₂ sensor activation correction rotational speed N ₀₂ (rpm) is set to 0.
(Rpm) is set (step 226), and open loop control is performed (step 122).

Further, it is judged whether or not the cooling water temperature is equal to or higher than the O ₂ feedback start water temperature (step 206).
Is NO, the O ₂ sensor activation correction speed N ₀₂ (r
pm) is set to 0 (rpm) (step 226).

Then, when the exhaust sensor is inactive, the exhaust sensor activation correction rotation speed N ₀₂ (rpm) is set to the predetermined rotation speed A (rpm), and the exhaust sensor activation correction rotation speed N ₀₂ ( The exhaust temperature can be raised by idle speed control according to (rpm), and activation of the exhaust sensor can be promoted, which is practically advantageous.

Further, it is possible to deal with the problem only by changing the program of the control means without adding the parts of the control means or exchanging the parts, and the manufacturing cost can be kept low as in the case of the first embodiment. , Economically advantageous.

Furthermore, the activation of the O ₂ sensor can be judged again, and it is possible to prevent the O ₂ sensor from becoming inactive when it is idling for a long time in cold regions or high altitudes. This is advantageous.

FIG. 4 shows a third embodiment of the present invention. In the third embodiment, the parts having the same functions as those of the first and second embodiments will be described with the same reference numerals.

The feature of the third embodiment is that the cooling water temperature by the water temperature sensor is equal to or higher than a predetermined water temperature, for example, the O ₂ feedback start water temperature, and the exhaust sensor is not activated and is in an idling state. Occasionally, the exhaust sensor activation reduction correction coefficient K ₀₂ is set to a predetermined value A, and the exhaust temperature is raised by the fuel injection control according to the exhaust sensor activation reduction correction coefficient K ₀₂ , and the exhaust sensor is controlled to be activated. The point is that a control means is provided.

Next, the operation of the third embodiment will be described based on the flowchart of FIG.

Program starts (step 302)
Then, first, the operation state information is input (step 30
4) It is judged whether or not the cooling water temperature is equal to or higher than the O ₂ feedback start water temperature (step 306).

If this judgment (step 306) is YES, it is judged whether or not the O ₂ sensor is activated (step 308), and this judgment (step 308) is Y.
In the case of ES, the O ₂ sensor activation correction coefficient K _{02 is set} to 0 (step 310), O ₂ feedback control is performed (step 312), and then fuel injection control and ignition timing control are performed (step 314). .

Then, the idling is performed for a predetermined time t (mi
n) It is judged whether or not the time has passed (step 316),
If this determination (step 216) is YES, the procedure returns to the determination (step 308), and if the determination (step 316) is NO, the procedure returns to step 312.

If the determination as to whether the above-mentioned O ₂ sensor is activated (step 308) is NO, it is determined whether or not it is in the idling state (step 318).
If this determination (step 318) is YES, the O ₂ sensor activation correction coefficient K ₀₂ is set to the predetermined value A (step 320), open loop control is performed (step 322), and then the fuel injection control is performed. And ignition timing control (step 324) and the process returns to step 306.

If the determination (step 318) is NO, the O ₂ sensor activation correction coefficient K02 is set to 0 (step 326) and open loop control is performed (step 32).
2) is done.

Further, it is judged whether or not the cooling water temperature is equal to or higher than the O ₂ feedback start water temperature (step 306).
Is NO, the O ₂ sensor activation correction speed N _{02 is set} to 0.
(Step 326).

By the way, when the exhaust sensor is inactive, the exhaust sensor activation reduction correction coefficient K ₀₂ is set to the predetermined value A, and the fuel injection control according to the exhaust sensor activation reduction correction coefficient K ₀₂ is performed. The air-fuel ratio can be made lean to raise the exhaust gas temperature, and the activation of the exhaust gas sensor can be promoted, which is practically advantageous.

Further, it can be dealt with only by changing the program of the control means without adding the parts of the control means or exchanging the parts, and like the first and second embodiments, the manufacturing cost can be kept low. It is possible and economically advantageous.

Further, the activation of the O ₂ sensor 66 can be judged again, and it is possible to prevent the O ₂ sensor 66 from becoming inactive when it is idling for a long time in a cold region or a highland. , Practically advantageous.

[0068]

As described in detail above, according to the present invention, an exhaust sensor is provided in the exhaust system of the internal combustion engine, and the air-fuel ratio of the air-fuel mixture is controlled to reach the target value based on the detection signal of the exhaust sensor. In the fuel ratio control device, a throttle sensor for detecting the opening state of the intake throttle valve is provided, a water temperature sensor for detecting the cooling water temperature in the internal combustion engine is provided, and the cooling water temperature by this water temperature sensor is equal to or higher than a predetermined water temperature and the exhaust gas is exhausted. When the sensor is not activated and is in the idling state, the exhaust sensor activation correction angle is set to a predetermined angle, and the exhaust temperature is raised by the ignition timing retard control according to the exhaust sensor activation correction angle. Since the control means for controlling activation is provided, the exhaust temperature can be raised by the ignition timing retard control when the exhaust sensor is inactive, and the exhaust sensor is activated. Of-obtained promote a practically advantageous. Further, it is possible to deal with the problem only by changing the program of the control means without adding the parts of the control means or replacing the parts, and it is possible to keep the manufacturing cost low, which is economically advantageous.

Further, in the air-fuel ratio control device which is provided with an exhaust sensor in the exhaust system of the internal combustion engine and controls the air-fuel ratio of the air-fuel mixture to a target value based on the detection signal of this exhaust sensor, the opening state of the intake throttle valve Is equipped with a throttle sensor that detects the temperature of the internal combustion engine, and a water temperature sensor that detects the temperature of the cooling water in the internal combustion engine is provided.The cooling water temperature by this water temperature sensor is equal to or higher than a predetermined water temperature, the exhaust sensor is not activated, and the engine is idling. At some time, the exhaust sensor activation correction rotational speed is set to a predetermined rotational speed, and control means is provided to control the exhaust sensor to activate the exhaust sensor by raising the exhaust temperature by idle speed control according to the exhaust sensor activation correction rotational speed. Therefore, when the exhaust sensor is inactive, the exhaust temperature can be raised by idle speed control, which can accelerate the activation of the exhaust sensor. It is advantageous. Further, it is possible to deal with the problem only by changing the program of the control means without adding the parts of the control means or replacing the parts, and it is possible to keep the manufacturing cost low, which is economically advantageous.

Further, in the air-fuel ratio control device which is provided with an exhaust sensor in the exhaust system of the internal combustion engine and controls the air-fuel ratio of the air-fuel mixture to a target value based on the detection signal of the exhaust sensor, the opening state of the intake throttle valve Is equipped with a throttle sensor that detects the temperature of the internal combustion engine, and a water temperature sensor that detects the temperature of the cooling water in the internal combustion engine is provided.The cooling water temperature by this water temperature sensor is equal to or higher than a predetermined water temperature, the exhaust sensor is not activated, and the idling state is At some time, the exhaust sensor activation reduction correction coefficient is set to a predetermined value, and the control means is provided to control the exhaust sensor to be activated by raising the exhaust temperature by fuel injection control according to the exhaust sensor activation reduction correction coefficient.
When the exhaust sensor is inactive, the air-fuel ratio can be made lean by the fuel injection control to raise the exhaust temperature, and the activation of the exhaust sensor can be promoted, which is practically advantageous. Further, it is possible to deal with the problem only by changing the program of the control means without adding the parts of the control means or replacing the parts, and it is possible to keep the manufacturing cost low, which is economically advantageous.

Furthermore, in an air-fuel ratio control device in which an exhaust sensor is provided in an exhaust system of an internal combustion engine and feedback control is performed based on a detection signal of the exhaust sensor so that an air-fuel ratio of an air-fuel mixture becomes a target value, feedback control is performed and idling is performed. Since the control means is provided with a function for judging activation of the exhaust sensor after the state has passed for a predetermined time, it is possible to judge activation of the exhaust sensor again, and it is possible to make a long time in cold regions or highlands. It is possible to prevent the exhaust sensor from becoming inactive when the engine is idling, which is practically advantageous.

[Brief description of drawings]

FIG. 1 is a flowchart of an air-fuel ratio control device showing a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of an air-fuel ratio control device.

FIG. 3 is a flowchart of an air-fuel ratio control device showing a second embodiment of the present invention.

FIG. 4 is a flowchart of an air-fuel ratio control device showing a third embodiment of the present invention.

[Explanation of symbols]

2 Internal combustion engine 22 Intake passage 26 Intake throttle valve 34 Exhaust passage 40 Catalytic converter 42 Fuel injection valve 46 ISC valve 48 Pressure sensor 52 Intake temperature sensor 54 Throttle sensor 58 Distributor 60 Crank angle sensor 62 Ignition coil 64 Water temperature sensor 66 O ₂ sensor 68 Control means 70 Vehicle speed sensor

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[Procedure amendment]

[Submission date] September 20, 1993

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Figure 1]

[Fig. 2]

[Figure 3]

[Figure 4]

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F02D 35/00 368 B 41/08 305 8011-3G 43/00 301 BL L 45/00 314 Q F02P 5/15 G01M 15/00 Z 7324-2G

Claims (4)

[Claims] 1. An exhaust sensor is provided in an exhaust system of an internal combustion engine,
In the air-fuel ratio control device that controls the air-fuel ratio of the air-fuel mixture to a target value based on the detection signal of this exhaust sensor, a throttle sensor that detects the opening state of the intake throttle valve is provided to control the temperature of the cooling water in the internal combustion engine. A water temperature sensor for detection is provided, and when the cooling water temperature by this water temperature sensor is equal to or higher than a predetermined water temperature, the exhaust sensor is not activated and is in an idling state, the exhaust sensor activation correction angle is set to a predetermined angle. An air-fuel ratio control device comprising control means for controlling an exhaust gas temperature to be activated by an ignition timing retard control according to a sensor activation correction angle to activate an exhaust sensor. 2. An exhaust sensor is provided in an exhaust system of an internal combustion engine,
In the air-fuel ratio control device that controls the air-fuel ratio of the air-fuel mixture to a target value based on the detection signal of this exhaust sensor, a throttle sensor that detects the opening state of the intake throttle valve is provided to control the temperature of the cooling water in the internal combustion engine. A water temperature sensor for detection is provided, and when the cooling water temperature by this water temperature sensor is equal to or higher than a predetermined water temperature, the exhaust sensor is not activated and is in the idling state, the exhaust sensor activation correction rotational speed is set to the predetermined rotational speed. An air-fuel ratio control device comprising control means for raising exhaust temperature and controlling the exhaust sensor to be activated by idle speed control according to the exhaust sensor activation correction rotational speed. 3. An exhaust sensor is provided in an exhaust system of an internal combustion engine,
In the air-fuel ratio control device that controls the air-fuel ratio of the air-fuel mixture to a target value based on the detection signal of this exhaust sensor, a throttle sensor that detects the opening state of the intake throttle valve is provided to control the temperature of the cooling water in the internal combustion engine. A water temperature sensor for detection is provided, and when the cooling water temperature by the water temperature sensor is equal to or higher than a predetermined water temperature, the exhaust sensor is not activated and is in an idling state, the exhaust sensor activation reduction correction coefficient is set to a predetermined value. An air-fuel ratio control device, comprising: a control unit for controlling an exhaust sensor to be activated by raising a temperature of exhaust gas by fuel injection control according to an exhaust sensor activation weight reduction correction coefficient. 4. An exhaust sensor is provided in an exhaust system of an internal combustion engine,
In an air-fuel ratio control device that performs feedback control to set the air-fuel ratio of the air-fuel mixture to a target value based on the detection signal of this exhaust sensor, the activation of the exhaust sensor is determined during feedback control and after a predetermined time has elapsed in the idling state. An air-fuel ratio control device having a function added to control means.