JPS601346A - Method of increasing fuel amount upon acceleration due to electronically controlled fuel injection of internal-combustion engine - Google Patents

Abstract

PURPOSE:To control the variation of air-fuel ratio upon acceleration, by compensating an initial value which is selected in accordance with the engine operating condition, in view of a deiviation of air-fuel ratio with respect to an air-fuel ratio upon acceleration, and by carrying out the increment of fuel upon acceleration in accordance with the increment characteristic having the compensated initial value. CONSTITUTION:An electronically controlled fuel injection device compensates a fuel injection amount which is obtained by a control circuit 1 based upon the outputs of an intake-air amount detecting device 2, a rotational speed sensor 3, etc., in accordance with the output of an air-fuel ratio sensor 6, and therefore, the valve-opening time of a fuel injection valve 8 is calculated. In this case, upon acceleration the output of the air-fuel ratio sensor 6 is compared with a predetermined voltage level, and both lean and rich values of mixture are detected so that a deviation of the air-fuel ratio is detected by measuring the duration times of the lean and ritch upon acceleration. Next the initial value of a fuel increment upon acceleration which is determined by the engine operating condition including, for example, a cooling water temperature, is compensated by the above-mentioned deviation of air-fuel ratio to be converted into an increment characteristic having a damping characteristic varying its incrination, and thereafter, the valve-opening time of the fuel injection valve 8 is conpensated to the increment side.

Description

DETAILED DESCRIPTION OF THE INVENTION Technical Field The present invention relates to a method for adding fuel to an internal combustion engine during acceleration by electronically controlled fuel injection.

Prior Art Generally, electronically controlled fuel injection (EFI) for internal combustion engines
In this case, the fuel injection section configuration shown in FIG. 1 is used. In Fig. 1, E is an electronically controlled fuel injection 6-cylinder spark ignition engine, 7 is an intake pipe of engine E, 8 is an electromagnetic fuel injection valve installed in the intake pipe 7, and 9 is the amount of air taken into engine E. 11 is the intake valve of the engine E.

In the EFI, a large amount of fuel is injected and supplied from the fuel injection valve 8, but most of it is supplied in a liquid state. When the fuel is in liquid form, it adheres to the wall of the intake pipe 7. As a result, the throttle valve 9
When the engine 1 is in a transient state such as sudden operation of the engine 1, fuel adhesion delays the intake of fuel into the combustion chamber of the engine 1, and during sudden acceleration, the ACC (S) During deceleration, rich spike-like air-fuel ratio fluctuations occur during deceleration (see Figure 2).

As a method to eliminate air-fuel ratio fluctuations with
9733 and Japanese Patent Publication No. 56-6034, methods for correcting air-fuel ratio fluctuations have been proposed, but the correction of air-fuel ratio fluctuations cannot be said to be sufficient.

In addition, since the intake valve 11 is heated by the heat of the combustion chamber, by using the umbrella portion of the intake valve 11 as a fuel heating device (as shown in Fig. 1, the umbrella portion of the intake valve 11 Although attempts have been made to reduce these air-fuel ratio fluctuations by promoting the vaporization of fuel (injecting fuel toward Since not all of the fuel can be injected into the head portion of the intake valve 11, but some of it adheres to the wall of the intake pipe 7, there is a problem that although the air-fuel ratio fluctuation can be reduced, it is still not sufficient.

In addition, in the above-mentioned method of increasing the amount during acceleration, changes in the engine over time, such as changes in characteristics due to pulp clearance and EFI deposits attached to the injector nozzle, and digits (I) attached to the back surface of the cylinder intake valve, etc. It does not take into account changes in properties due to lubricating oil components and sticky substances such as carbon particles derived from combustion products, and changes in properties such as gasoline volatility. Since there is no means to detect #J thinning of the air-fuel ratio during acceleration, it is difficult to avoid dilution of the mixed gas during acceleration, resulting in deterioration of drivability such as sluggishness during acceleration. The problem was that there was a possibility.

FIG. 3 illustrates the fluctuations in the air-fuel ratio in the above-mentioned case, particularly when deposits are attached to the back surface of the intake valve. In FIG. 3, 1VF(0) represents the change in the air-fuel ratio before the deposit is deposited, and A/F (DEP) represents the change in the air-fuel ratio after the deposit is deposited.

ACC indicates the acceleration point, A/F (Qp'i') indicates the optimum air-fuel ratio, A/'F (L N ) indicates the lean side, and A/F (RCH) indicates the rich side. , respectively.

In addition, clogging of the injector can be corrected by the air-fuel ratio sensor feeder in steady state, but the same problem occurs during acceleration because there is no correction means. Also, the engine.

Similar problems occurred due to variations in the manufacturing process of air flow meters and changes over time.Similar problems also occurred when gasoline with different volatility was used.

Purpose of the Invention The purpose of the present invention is to suppress fluctuations in the air-fuel ratio during acceleration, reduce torque sluggishness, and thereby improve dry rungability of the engine, in view of the problems with the conventional type described above. be.

Structure of the Invention In one embodiment of the present invention, an air-fuel ratio deviation detection means is used to detect an air-fuel ratio deviation from an optimum air-fuel ratio during acceleration of the internal combustion engine, and an initial value is selected in accordance with the operating state of the internal combustion engine. , a correction is made corresponding to the air-fuel ratio deviation detected by the air-fuel ratio deviation detection means, and the internal combustion Provided is a method for increasing the amount of fuel during acceleration using electronically controlled fuel injection for an internal combustion engine, which is characterized by detecting acceleration of the engine and increasing the amount of fuel supplied during acceleration.

In addition, the present invention has an initial value selected in accordance with the operating state of the internal combustion engine, and has an increasing characteristic with a damping characteristic whose slope changes, and detects the acceleration of the internal combustion engine and supplies it during acceleration. Provided is a method for increasing fuel during acceleration using electronically controlled fuel injection for an internal combustion engine, which is characterized by increasing the amount of fuel.

The present invention is based on the following findings based on the results of research conducted by the present inventor. In other words, studies have been conducted on correction methods to reduce air-fuel ratio fluctuations, but the fuel adhering to the pipe wall is the DEP (4) layer on the intake valve head and the DEP (B) layer on the intake pipe wall. It has become clear that there are two layers (Fig. 1), and that the characteristics required for correction are different between the layers.

A specific correction mode is shown in FIG. The fuel increase during the first acceleration is determined by the air flow meter 2. Air-fuel ratio sensor 6, control circuit 1. Is there a correction for air-fuel ratio fluctuations that occur when engine E etc. lag? If you take a turn, the amount of correction is the largest, and the amount of correction is the shortest. The fuel increase during the second acceleration is a correction pattern of the fuel DEP (4) layer attached to the intake pulp umbrella, and the correction time may be slower than the fuel increase during the first acceleration. Also, the fuel increase during the third acceleration is due to the correction of the fuel DEP (B) layer adhering to the wall of the intake pipe 7. When it comes to turns, the correction time is the most flexible characteristic, and the amount of correction is also small. Further, this increase in amount by fuel during the first acceleration is a value that is determined from the system delay as described above, and therefore is a value that is not related to the water temperature (combustion chamber temperature). On the other hand, the increase in fuel amount during the second and third accelerations is a value that changes with the combustion chamber temperature (water temperature) of the engine because the temperature of the pipe wall and the intake pulp umbrella changes due to changes in water temperature, and the vaporization state changes. ing.

Embodiment FIG. 5 shows an apparatus for carrying out a method for increasing fuel during acceleration by electronically controlled fuel injection for an internal combustion engine as an embodiment of the present invention. In the device shown in FIG. 5, E is a known electronically controlled fuel injection 6-cylinder spark ignition engine which is the power source of the automobile;
3 is a known rotational speed sensor that detects the rotational speed of the engine E; 4 is a known water temperature sensor that measures the cooling water temperature of the engine E; It is.

5 is an exhaust passage of the engine E, 6 is a known air-fuel ratio sensor provided in the exhaust passage 5, 7 is an intake pipe of the engine E, and 8 is a known electromagnetic fuel injection valve provided in the intake pipe 7. 9 is a throttle valve that controls the amount of air taken into the engine E, and 91 is a known throttle sensor that detects the movement of the throttle valve 9. 1 is a control circuit that calculates the amount of fuel to be supplied to the engine E and operates the fuel injection valve 8.

When the engine is in a steady state, the amount of fuel supplied to the engine E is determined by the control circuit 1 as the basic fuel amount from each detection signal of the intake air amount detection device 21 rotation speed sensor and the water temperature sensor 4. The feedback correction amount obtained from the signal of the fuel ratio sensor 6 is corrected and set as the valve opening time of the fuel injection valve 8.

Further, the control circuit 1 is configured to increase the amount of fuel during acceleration to more than the amount of fuel set during steady state when the acceleration state of the engine E is detected by the throttle sensor 91 or the intake air amount detection device 2. .

The configuration of the control circuit 1 in the device shown in FIG. 5 is shown in FIG. The control circuit 1 receives signals from the intake air amount sensor 2 and the water temperature sensor 4 as an input system, and connects the multiflexor 1 to the input system.
01. AD converter 102; shaping circuit 103 which receives the signal from the air-fuel ratio sensor 6; input capo which receives the signal from the shaping circuit and the throttle sensor 91) 104. It has an input counter 105 that receives a signal from the rotation sensor 3. The control circuit 1 also includes a bus 106, ROMI07,
CPU108°RAM109. Output counter 110.
and a power drive section 111. Power drive section 11
The output of 1 is supplied to the fuel injection valve 8.

As the control circuit 1, a microcomputer type circuit can be used, for example, a Toyota TCC8 type circuit can be used. The control circuit 1 is additionally provided with an air-fuel ratio deviation detection means and an acceleration fuel increase correction means.

Figure 7 (A) and (B) show the air-fuel ratio behavior during acceleration (maximum deviation value D (A/F) to the air-fuel ratio lean side from the optimal air-fuel ratio A/F (OPT) during acceleration) and the air-fuel ratio sensor during acceleration. behavior (time during which the air-fuel ratio sensor 6 detects the lean state of the mixed gas during acceleration, lean duration time during acceleration T)
The relationship L) is shown in detail using the rotational speed as a parameter. In Figure 7 (G), 1Ace represents acceleration, and 5Ace represents acceleration.
(6) is the air-fuel ratio sensor signal, LN is lean, RCH
Hail Rich.

Figure 8 (A) ω) shows an example of the air-fuel ratio deviation from the optimum air-fuel ratio, the amount W (DEP
) and the maximum air-fuel ratio deviation value D (AIF) during acceleration). From Figures 7 and 8, by measuring the lean duration time TL during acceleration, It can be seen that the corresponding values are detectable. The engine used to investigate the data shown in FIGS. 7 and 8 was a double overhead camshaft engine with a displacement of 2800 cc.

FIG. 9 shows a schematic flowchart of the control program of the control circuit 1. This program is for performing electronically controlled fuel injection and consists of steps 5o-86. S
It starts at O, and the memory and input/output states are initialized at Sl. In S2, intake air amount data Q, engine speed data N, and water temperature sensor data θW are
From this, calculate the basic fuel amount. In S3, the basic fuel amount is corrected by performing feedback control using the signal from the air-fuel ratio sensor 6 so that the air-fuel ratio remains constant.

In S4, increase fuel amount during initial acceleration and detect deposit amount,
Deposit correction to fuel increase during initial acceleration tf. In S5, one revolution of the engine is determined, and the valve opening time of the fuel injection valve 8 for each revolution of the engine is calculated from the basic fuel amount corrected by feedback control and the fuel amount increase during acceleration. , SO controls the fuel injection valve.

FIG. 10 shows a detailed flowchart of the air-fuel ratio deviation detection process of step 84, and FIG. 11 shows a detailed flowchart of the calculation process for increasing the amount of fuel during initial acceleration and correcting the increase in fuel amount during acceleration for this increase.

The correction during acceleration shown in FIGS. 10 and 11 is performed every fixed period of time (for example, 32.7 m5) as shown at 5401. As a method of detecting the air-fuel ratio deviation, the air-fuel ratio sensor 6
A method of comparing the output signal with a constant voltage level, detecting two values of the lean state and rich state of the mixed gas, and measuring the lean duration time TL and rich duration time TR during acceleration. use

For example, the influence of deposits only occurs when the cooling water temperature is low, and in order to make it easier to estimate the amount of deposited M,
5402.8403.8404, cooling water temperature less than 80℃,
Within 5 seconds after acceleration, engine rotation speed 90 Orpm ~ 200
Measure the lean duration time T L and the IJ tight duration time TR at 0 rpm. Further, so that rich and lean appear alternately, 5405 is limited to feedback control, and 08406 is determined to be rich or lean. For Lean 5
At 407, the lean time counter is incremented by 1 and the TL
is counted in units of 32.7m days. Next, in 8408, it is determined whether the value of the rich time counter exceeds a certain value (rich time limit), and if it does, in 5409, the rich correction force counter is incremented by 1. Then step 5410
Set the rich time counter to 0.

If 84.06 is determined as rich, 8411~
At 5414, the rich time counter is increased by 1 and lean time is determined. Deposit adhesion and peeling can be estimated from the values of the lean correction counter and rich correction counter determined in steps 8406 to 5414 described above. That is, it is possible to estimate a change in the engine from a normal state to an abnormal state and a return from an abnormal state to a normal state.

FIG. 11 shows a detailed flowchart of the acceleration correction process in step 84. At 5702, the intake air fQ/ for one rotation of the enruff is calculated by combining the intake air amount signal Q from the intake air amount detection device 2 and the rotation speed signal N from the rotation speed detection device 3.
Calculate the rate of change Δ(φ) of N. If Δ(Qc) is positive, the engine is accelerating. Therefore, in 8703, Δ(Q
/N)-! If tE is positive and greater than a certain value, it is regarded as acceleration and the process proceeds to 5704.

At 5704, the fuel amount increase f during the first acceleration is determined. Increase ratio F in unit Δ(Q/N) determined by engine condition
1 is multiplied by Δ(Q/1'IJ)', and the values of the lean correction counter and rich correction counter are multiplied by the requested first correction value to perform correction, and the previous first acceleration 7 charge increase t1 (
Add to n-1).

This makes it possible to obtain an initial value for increase that is approximately proportional to the amount of change in φ during acceleration.

Similarly, at 5705, fuel increase f2 during second acceleration
is the unit Δ(
Q/N) The current increase ratio F2 is multiplied by Δ(Q/N), and the value of the lean correction counter and rich correction counter is multiplied by the second correction value. It is added to the fuel increase amount t2(n-1). The increase ratio F2 is determined by a water temperature sensor 4 that uses a cooling water temperature sensor.
It is determined by the cooling water temperature signal.

8706 as well, the fuel amount increase (f,) during the third acceleration is determined by the unit Δ(Q/N) determined by the engine condition such as the cooling water temperature.
) The third increase ratio Fs of this) is multiplied by Δ(Q/N) and determined from the values of the A lean correction counter and the rich correction counter.
The correction value is multiplied by t, and the previous fuel increase during the third acceleration fs (nl) is subtracted. This is how I got fl ft
= +f3 is the initial value of the fuel increase at Calo speed. These fllfz'+f@ include the correction force 5 for the air-fuel ratio deviation which is requested from the value of the lean correction counter and the lean correction counter.

At 5707, determination is made for each engine revolution.

At 5708 to 5710, the self +
1. The constant value DB HDar DI is reduced from each of the fuel increase amount fs + fa and fs %l' during acceleration to attenuate it to 0. This DI HDa * Da has different f directivity, and Dr > I) l > DI. 5
In step 711, the above f'l p f2 + fs is added, and the fuel amount increase during acceleration is set as f.

Therefore, (1) If the throttle opening TH when the throttle is opened and acceleration is as shown in Figure 4 (1), the φ value will also increase as shown in Figure 4 (2). ,
The fuel increase f2 during the second acceleration to compensate for the fuel adhering to the intake valve head is performed as shown in FIG. 4 (4),
The fuel increase f3 during the second acceleration to compensate for the fuel adhering to the wall of the intake pipe 7 is performed as shown in FIG. 4 (5),
The fuel increase f1 during the first acceleration according to the delay of the engine, air flow meter, and air-fuel ratio sensor is performed as shown in FIG. 4(1). The acceleration fuel increase ratio (a) of these summed values forms a waveform in which the slope of the attenuation becomes gentle in three stages as shown in FIG. 4 (6), and the fuel increase is performed based on this waveform.

In implementing the present invention, various modified embodiments are possible in addition to the embodiments described above. For example, in the above-mentioned embodiment, in order to obtain an increase characteristic in which the slope of the attenuation changes in three stages, the attenuation amount is a constant value and three increases with different values O are added together. As shown in the flowchart of FIG. 12, it is possible to increase the amount of fuel during acceleration by having one initial value for increasing the amount of fuel during acceleration and switching the attenuation amount in three stages.

In FIG. 12, at 8902, ΔQ/N is calculated every fixed period (for example, 32.7 m5), and when acceleration is detected at 8903, at 8904, Δ(VN) is added to the increase coefficient F determined by the engine condition. By multiplying and adding to the previous fuel increase f(n-1) during acceleration, the current fuel increase f during acceleration is determined. In 5905, it is checked whether this f is a local maximum value, and if it is a local maximum value, in 8906, f is changed to f ma
Assign to x. This fmax is 1, which is the maximum value of the increase in the current acceleration, and starts to attenuate from this value.

5907 is used to discriminate every revolution of the engine, and 890B is used when the increase value f is larger than fmaxXKl, 8909
to reduce DI and attenuate it. Also f is fmazXKl
If it is not large enough, use 5910 to check whether fmax is large, and if it is large, use 8911 to check Dz
Attenuates by reducing ・If f is less than fmaxXK@, 5
912 to reduce and attenuate. In this case 1>K1>K
Let Dt>Dz>Da at g. Further, the value of the increase coefficient F and Kl+ is the value obtained by adding the lean correction counter value, the lean correction counter value, and the lean correction counter value.

Furthermore, in the above-mentioned embodiment, TL during acceleration and TR during acceleration are used as means for detecting the value corresponding to the deposit amount, but the behavior of the air-fuel ratio and torque are closely related, especially the air-fuel ratio during acceleration (
When A/'F) is large, the torque is sluggish and the rise of the rotational speed is slow, so the value corresponding to the deposit amount can also be detected from the rise of the rotational speed during acceleration. That is, an embodiment is possible in which a rotation speed sensor that detects the rotation speed of the engine is used as the deposited Nf=corresponding value detection means. The characteristics of this association are shown in FIG.

The characteristic diagram in Fig. 13 (1) shows the change in throttle opening TH with respect to time, and the characteristic chart in Fig. 13 (2) shows the change in engine speed N with respect to time, and acceleration is performed at the ACC point. 〇Revolution speed behavior N (
1), N(2), and N(3) are the behaviors when the acceleration conditions (pre-acceleration operating state, throttle change) are different, but they show the same rotation speed behavior under the same acceleration conditions.

The characteristic diagram in Figure 13 (3) shows that N(
Regarding 4) and N(5) when there is a deposit, in N(5) when there is no deposit, which shows the rotational speed behavior during acceleration, due to the dilution of the air-fuel ratio during acceleration, sufficient torque is not generated in 9). , rotation speed is slow and with deposit N (5) and without N
In (4), a difference occurs in the rotational speed behavior even under the same acceleration conditions.

In the embodiment shown in the characteristic diagram of FIG. 13, values representing the rotational speed behavior under each acceleration condition when acceleration is performed without deposit (for example, rotational speed change per unit time) are stored in memory in advance. , a value representative of the rotational speed behavior detected by the rotational speed sensor during acceleration, and the memory during the acceleration condition detected by the sensor that detects the acceleration condition (e.g., throttle position sensor, intake airscape sensor). Deposit adhesion can be detected by comparing the value representative of the rotational speed behavior during acceleration stored in the engine.

In the embodiment shown in the characteristic diagram of FIG. 13, values representing the rotational speed behavior under each acceleration condition are stored in the memory.
Deposit sticking can also be detected by storing in memory an arithmetic expression for calculating a value representing the rotational speed behavior from the acceleration ratio and comparing it with the calculated value. Furthermore, in the above-mentioned embodiment, correction of the air-fuel ratio deviation due to deposits was explained.
) - It can also deal with deviations in the characteristics of the pressure sensor in the speed-density method and changes in the volatility of gasoline.

Further, as another form of the present invention, the present invention has an initial value that is selected in accordance with the operating state of the internal combustion engine without performing initial value correction corresponding to the air-fuel ratio deviation detected by the air-fuel ratio deviation detection means. , has an increasing characteristic with a damping characteristic whose slope changes, detects acceleration of the internal combustion engine, and increases the amount of fuel supplied during acceleration;
A method of increasing the amount of fuel during acceleration using electronically controlled fuel injection of the internal combustion engine can be adopted.

In order to explain the characteristics of this other form, FIG.
A) l (B) l (C) An acceleration increase with linear damping characteristics and the air-fuel ratio behavior at that time are illustrated. 1st
In Figure 4 (G), ■) t (C), the left side shows the acceleration increase characteristics, and the right side shows the air-fuel ratio behavior. (see Figure 14),
ψ).

In (C), the dashed line represents the increase in female demand during acceleration (estimated),
The solid line shows the fuel increase pattern during acceleration, the minus symbol indicates insufficient fuel increase (lean), and the positive symbol indicates excessive fuel increase (rich).

Fig. 14) shows a case where the attenuation amount is small and the attenuation slope is small, and as the initial value is increased, the air-fuel ratio behavior becomes richer at later times. ) in Fig. 14 shows a rich spike when the attenuation amount is medium and the attenuation slope is medium, and a rich spike can be seen near the lean snow level when w10 is increased. This shows a case where the attenuation slope is large, and a rich spike is seen immediately after increasing the amount, followed by a lean spike.

In addition, in Figure 14 (4), song a increases the hook amount, and in 抛14 [& (c), at b, due to the lean time, λ, FB creates a new spike. vinegar.

From the characteristics shown in Fig. 14, it is understood that if the damping characteristic of the acceleration increase is given a damping characteristic that has a large slope at first and then gradually becomes smoother, it is possible to reduce the air-fuel ratio fluctuation during acceleration. be done.

It is understood that air-fuel ratio fluctuations can be stabilized by approximating the damping characteristics using three or more broken lines. In this case, as shown in Figure 15 (2), the initial value A of the increase is the amount of change between the value A (1) given by the engine temperature and the amount of air φ taken in per engine revolution. It is determined by the product of ΔΦ乍, and the three attenuation slopes R (
Bl).

R(B2) and R(Formula 3) are determined by the weight loss value per engine revolution, and these A (1) + R(B 1 ) + R(
B2) and R(B3) for the engine in advance,
Using these to determine the acceleration increase yields.

Effects of the Invention According to the present invention, fluctuations in the air-fuel ratio during acceleration are suppressed and torque stagnation is reduced, thereby improving the drivability of the engine.

[Brief explanation of the drawing]

Figure 1 is a diagram showing the configuration of a fuel injection section used in an electronically controlled fuel injection system for an internal combustion engine, Figure 2 is a waveform diagram showing air-fuel ratio fluctuation waveforms in an electronically controlled fuel injection system for an internal combustion engine, and Figure 3 is a diagram showing the air-fuel ratio fluctuation waveform for an electronically controlled fuel injection system for an internal combustion engine. A waveform diagram showing the air-fuel ratio fluctuation waveform when a deposit is attached to the back surface of the valve, FIG. 4 is a waveform diagram showing the increase correction mode, and FIG. 5 is an electronically controlled fuel injection for an internal combustion engine as an embodiment of the present invention. Figure 6 is a diagram showing the configuration of the control circuit in the apparatus shown in Figure 5. Figures 7 (4) and (B) explain the operating characteristics of the apparatus shown in Figure 5. Figures 8 (4) and (B) are diagrams explaining the characteristics of the intake system deposit Ht in the apparatus shown in Figure 5. 10th. 11th. 12 is a flowchart showing the operation flow of the control circuit in the device shown in FIG. 5, FIG. 13 is a diagram explaining the characteristics of a modified embodiment of the present invention, and FIG. Figure 15 shows an electronic diagram of an internal combustion engine as another form of the present invention. FIG. 3 is a diagram illustrating characteristics in the case of a method of increasing fuel amount during acceleration using lt control fuel injection. (Explanation of symbols) E... Engine, 1... Control circuit, 2... Intake air amount detection device, 3... Rotation speed sensor, 4... Water temperature sensor, 5... Exhaust passage, 6...Air-fuel ratio sensor, 7.
...Intake pipe 2, 8...Fuel injection valve, 9...Throttle valve, 11...Intake valve O Patent applicant: Japan Auto Parts Co., Ltd. Toyota Motor Corporation Tokusuri - Application agent Patent Attorney Akira Aoki Patent Attorney Kazuyuki Nishidate Patent Attorney Akira Matsushita Patent Attorney Akira Yamaguchi Figure 6 Figure 7 (A) Figure 7 (B) D (A/F) Figure 8 (A) Figure 8 (B) W (DEP) Figure 9 Figure 14 Figure 15-〉Yu Toyota Motor Corporation, 1 Toyota-cho Toyota-cho Inventor Susumu Nogami Toyota Motor Corporation, 1-Toyota-cho ■Applicant Toyota Motor Corporation 1 Toyota-cho, Toyota City

Claims (1)

[Claims] 1. Using an air-fuel ratio deviation detection means for detecting an air-fuel ratio deviation from an optimum air-fuel ratio during acceleration of the internal combustion engine, for an initial value selected in accordance with the operating state of the internal combustion engine, A correction is made in response to the air-fuel ratio deviation frequently detected by the air-fuel ratio deviation detection means, and the correction has the added initial value and a damping characteristic whose slope changes, and the internal combustion A method for increasing the amount of fuel during acceleration using electronically controlled fuel injection for an internal combustion engine, which is characterized by detecting the acceleration of the engine and increasing the amount of fuel supplied during acceleration. 2. The air-fuel ratio deviation detection means is an air-fuel ratio sensor;
A method according to claim 1. 3. The method according to claim 1, wherein the air-fuel ratio deviation detection means is a rotation speed sensor that detects the engine rotation speed of the internal combustion engine. 4. The method according to any one of claims 1 to 3, wherein the air-fuel ratio deviation is an air-fuel ratio deviation caused by deposits attached to the intake system of the internal combustion engine. 5. has an initial value selected in accordance with the operating state of the internal combustion engine, and has an increasing characteristic having a damping characteristic whose slope changes;
A method for increasing the amount of fuel during acceleration using electronically controlled fuel injection for an internal combustion engine, which is characterized by detecting acceleration of the internal combustion engine and increasing the amount of fuel supplied during acceleration. 6. The method according to claim 5, wherein the change in the slope of the attenuation characteristic is a change in which the slope gradually decreases from a large value. 7. The engine according to claim 5, wherein the increasing characteristic has an initial value determined by the operating state of the engine, and the damping characteristic has an increasing characteristic whose slope changes from large to small in three or more steps. Method. 8. The method according to claim 7, wherein the increase characteristic is a combination of an initial value determined depending on the operating state of the machine IP, and three or more increases with different slopes of the damping characteristic. 9. The method according to claim 7, wherein, as the damping characteristic, the slope of the damping is changed at three or more points determined by the operating state and the initial value.