JPS60190631A - Air-fuel ratio control device - Google Patents

Abstract

PURPOSE:To uniform the output torque of an engine having two exhaust systems and to enhance the conversion efficiency of catalyst, by controlling variations in air-fuel ratio of both systems so that they have opposite phases with respect to each other. CONSTITUTION:A first computing means 32 issues a first control signal S1 for compensating and controlling the air-fuel ratio of a mixture in accordance with the result of detection by a first exhaust detecting means 31. A first mixture metering means 33 meters a mixture fed to a first system in accordance with the first control signal S1. A second mixture computing means 34 issues a second control signal S2 for compensating and controlling the air-fuel ratio of a mixture such that a deviation of the air-fuel ratio of the second system from a predetermined value is made symmetrical with that of the first system with respect to the above-mentioned predetermined value. A second mixture metering device 35 meters a mixture fed to the second system. The air fuel ratios of mixtures fed to engine cylinders of the first and second systems vary in an opposite phase relation with respect each other. With this arrangement, the output torque of the engine is made uniform and as well the conversion efficiency of catalyst may be enhanced.

Description

Detailed Description of the Invention (Field of Application of the Invention) The present invention provides an air-fuel ratio control method that performs noise back control to maintain the air-fuel ratio at a predetermined value based on a signal from an exhaust sensor that detects the υ1 gas component flow of the engine. Regarding the control device, especially V
This relates to control in the case of an engine in which the IJI gas system is divided into two systems, such as a type engine.

(Prior Art) Figure 1 shows the fuel control system of a conventional V-1 engine.
FIG. 11 is an example diagram.

In Figure 1 (1 is the earth cleaner, 2 is the air 70-meter that measures the intake airflow, 3 is the throttle valve, 4 is the right bank intake port h, 5 is the left bank intake port 1, 6 is the right bank Injection 13 = 1 valve, 71 is the left bank sentinel valve, 8 is the right bank cylinder, 9 is the left bank cylinder, 10 is the right bank exhaust pipe,
11 is the left bank exhaust pipe, 12 is the right bank exhaust sensor installed in the right bank exhaust pipe 12, and 13 is the left bank exhaust pipe 1
1/1 and 15 are catalytic converters that purify exhaust residue; 16 is a muffler;
7 is a rotation sensor 4J that detects the rotational speed of the engine (for example, a sensor +J- that outputs a pulse signal every time the crankshaft 20 rotates by a predetermined angle); 18 is a temperature sensor IJ that detects the water thirst of the engine; 19 is the control device (Details 1II
(I will be described later) 20 is a one-engine crankshaft.

Further, 21 is an exhaust gas recirculation control valve, which is a device for controlling the amount of IJF gas recirculated into the intake system.

Also, 22 has an auxiliary air valve C, slotted! By controlling the amount of air that bypasses the filter valve 3, it is used to control the rotation of the filter U7, etc.

The control device 19, for example, (shoulder) U, l, 10.
r<ΔM, a microphone consisting of ROM, etc. [C11 amplifies the output of the microcoater and the microcoater
The drive circuit is composed of a drive circuit which takes every drive pulse to drive the own valve. Then, there are various engine operating variables, for example, the engine speed given by the rotation sensor 17. Calculates the basic fuel injection amount based on the amount of intake air given from the meter 2, and calculates the basic fuel injection amount based on the intake air amount given from the temperature sensor 18. Calculate the actual fuel supply amount by adding supplements i based on information related to gas component concentration (for example, oxygen level), and supply fuel by controlling the injection valves 6 and 7 according to the result. Rir.

In Figure 1, only one cylinder is shown in each of the right bank and left bank, but in reality, for example, in the case of a V-type 8-cylinder engine A, each bank has four cylinders. There are many known air-fuel ratio control devices that perform noise back control based on signals from an exhaust sensor that is controlled by C.

In the conventional V-type 1-engine air-fuel ratio control system, it is known that the well-known feedback control system of the previous model is provided in each of the left and right banks, and the two systems perform independent control (for example, [ Isan Jidosha 4J--Bis Bulletin No. 476).

Figure 112 shows J34 in the conventional air-fuel ratio control device as shown above.
FIG. 3 is an example diagram of a signal.

In Figure 2, the air-fuel conversion is as shown in (C)? ih
Then, the JJt sensor output changes as expected. Then ζ, J in general feedback control system
3, the integral-proportional system t has integral and proportional characteristics.
all? I Uno is normal C1 In that case [Koha (
As shown in a), the supply amount of fuel 1 changes, and the air-fuel conversion becomes λ=
1 (value near the stoichiometric air-fuel ratio) [・2 control 1111
”'!Jru.

However, in such an air-fuel conversion control system, the 1st fuel oil sensor detects a change in the fuel ratio from 7 to 7, and the result is displayed again from the time when the fuel oil supply speed changes. I.J.
10 in Figure 2 is # (i ruru) during the time it was detected by the I-sen-go.

Therefore, the air-fuel conversion causes a phenomenon in which the air-fuel ratio fluctuates between the rich side (ridge) and the lean side (lean) centering on λ-1, and a hunting phenomenon occurs.

On the other hand, the output 1-lux of the J-engine is shown in Fig. 33:
It varies depending on the air-fuel ratio, and λ-'1. J, maximum at the glossy ridge.

Therefore, as the air-fuel ratio hunts between ridge and lean during feedback control, the output torque also fluctuates accordingly.

Therefore, when the engine is operating at a constant low rotational speed, such as when idling or idling,
The rotational speed of the engine may fluctuate periodically, which may cause discomfort to the driver.

In addition, as shown in Figure 4, the conversion efficiency of the catalytic converter decreases when the point rl at /l = 1 is also good. There is a J3 error.

(Object of the Invention) The present invention solves the problems of the prior art as described above. By controlling the fluctuations in the air-fuel ratio of each system so that they are symmetrical around a predetermined value, the engine output and torque are equalized and smooth operation is achieved.
It is an object of the present invention to provide an air-fuel ratio control device that can also reduce catalyst conversion efficiency.

(Composition of defense) FIG. 5 is a block diagram showing the configuration of the present invention.

1k-f, 5th) Figure (△) DJ5 EU, 31 is the first exhaust detection f stage C.

This first exhaust gas detection means 31 is a 14-liter air pipe installed in the 141 trachea of the first system (for example, the right bank in FIG.
Output No. 6.

Note that 1) as a 1 atmosphere P sensor, a cylinder near oxygen J1 that detects the oxygen temperature in the exhaust gas is often used.

Next, the first performance (1 means 32 is the 1111th Qi detection means, '
31 detection result (42 results C, first control for correction control + signal S1 is calculated to maintain the air-fuel ratio of the air-fuel mixture supplied to the first system at a predetermined value, and C output (details will be described later).

The first air-fuel mixture adjustment #h means 33 adjusts the air-fuel mixture to be supplied to the first system according to the first control signal S1. The air-fuel mixture that is basically metered by the injection device or carburetor is the first
A device that responds to the control signal S14 (hliIL), such as a bypass air passage that bypasses the downstream and upstream parts of the throttle valve, and a bypass control valve that controls the flow of auxiliary air through the bypass air passage of the throttle valve. A device consisting of the following can be used.

Next, the second calculation means 334 transfers the deviation of the air-fuel ratio in the second system from the predetermined value to the first system so that the deviation is symmetrical about the predetermined value. The second control i11 signal $2, which is subjected to correction control, is calculated and output (
Details later) Ho).

Further, the second air-fuel mixture control darkening means 35 includes the second control port 11 Shinyumi 82
The air-fuel mixture to be supplied to the second system is adjusted according to the above-mentioned conditions, and the specific content is the same as that of the first air-fuel mixture adjustment means 33.

Next, the configuration of FIG. 5(A) will be explained in more detail.

(a) First, the first air-fuel mixture detection means 33 and the second air-fuel mixture, 1l.
ll 10 tiers of skewers 3! l] If both are fuel injection devices,
1, as shown in FIG. 1, the first system and the second system are each equipped with a fuel r1 injection valve 6.7, and by controlling each fuel r1 injection m, the air-fuel ratio of the mixture can be adjusted. Explain the case of controlling.

In this case, the first pupil calculation means 32 applies the basic fuel supply amount (details will be described later) to the first exhaust detection f stage 31 separately
12th+li based on the deviation between the detection result and the predetermined first shift.
The first control signal is calculated by adding the east line or adding a positive signal (for example, a signal obtained by integrating the above-mentioned deviation and a value proportional to the difference). Yes, also the first
The air-fuel mixture adjusting means 33 (a fuel injection device (a device consisting of a PA-operated open-circuit fuel injection valve) that injects /C fuel into the first system in response to the first control signal) is located.

In addition, the second performance f [u: 34 is calculated by multiplying or modifying the basic fuel supply amount by a supplementary signal that is symmetrical about the first correction information and the predetermined value. U! '! There is C of b which spoofs the second control signal, and there is also a second air-fuel mixture regulating means 35.
According to the second control A No. 3! , is a fuel injection device that injects two fuels into a second system.

In addition, from the basic fuel supply amount mentioned above, TP= -Q/N (K is a constant) from various operating variables of the engine, such as rotational speed N, intake air mQ, and 1111.
11. Corrections based on temperature, etc. are added before using the sieve.

(■]) Next, the first air-fuel mixture lead adjusting means 33 and the second air-fuel mixture adjusting means 35 are set to the first system and the second system, respectively. In the case of a numbered bypass air passage and a pass control valve, a similar one to the auxiliary air valve 22 in FIG.

In this case, the basic mixture is supplied by the fuel injection valve or the carburetor, and the first mixture adjusting means 33 and the second mixture adjusting means 35 control only the air amount of the correction valve. It turns out.

Therefore, the first calculation means 32 and the second calculation means 34 are as follows.
There is a device that outputs only the correction valve (a) as the first control signal 81 and second control signal S2.

In this case, the fuel injection valves and carburetors may be provided for each system, or a fuel injector and a carburetor may be provided in common for both systems. ”EL, T In this case, it becomes quantity.

(C) Next, if both the first air-fuel mixture conditioning sheath means 33 and the second air-conditioning air conditioning means 35 are carburetors, then the first system and the second system have separate vaporizers. In the case where 11 mixtures are supplied from the container, C will be explained.

In this case, the basic 4 [fuel is supplied from the carburetor according to the 9 loaves of intake for each system, but for example, the 11
Control the air-fuel ratio (by controlling the air-fuel ratio)
I can read it.

This technique can be used, for example, in the Official Special Lodging Bulletin No. 1323 of 1973.
As disclosed in many publications such as No. 26, the so-called air-fuel ratio control R is a conventional technology C.

Therefore, in this case, the first control means 32 and the second control means 34 control only the correction valve and output them as the first control signal and the second control signal, and are controlled by these control signals. (You just need to control the solenoid valves that control the air bleed of the vaporizers in each system.

As mentioned above, in the configuration shown in Figure 5 (Δ), the air-fuel ratio of the air-fuel mixture supplied to the cylinders in the first system (for example, the right bank) and the air-fuel ratio supplied to the cylinders in the second system (for example, the l "bank") are The air-fuel ratio of the air-fuel mixture that is generated fluctuates symmetrically (hereinafter referred to as anti-phase) around a predetermined value.Therefore, the output torque that is applied to the output shaft of the upper engine is averaged as a whole. Therefore, the change 1J becomes extremely small.

In addition, since the exhaust gas is mixed with anti-phase hunting, the overall value is always close to -λ-1, and the catalyst converter can be operated near the highest conversion efficiency of the catalyst.

Next, in FIG. 5(B), C136 is the 211th qi detection means.

The 21st exhaust gas detection means 36 is an exhaust lens C provided in the exhaust pipe of the second system (for example, the left bank in FIG. 1).

Also, 371J, L5 in the second performance C1 means. In addition, the same symbols (31, 32, 33, 35) as in Fig. 5 (Δ) are the same.

The second calculation means 37 records the deviation of the air-fuel ratio in the second system from the predetermined value 1a h+ + to the first system. Correction control is performed so that the air-fuel ratio of the second system is symmetrical, and the overall air-fuel ratio of the second system is adjusted to - by the detection result of the no air detection means 31 of the Kaida 11 and the second system.
Based on which correlation is the detection result of the exhaust gas detection means 38?
C? lli iE sub-controls the second control signal and sends the C output.

The other configurations and operations are the same as those in 5) and Δ) above.

1-Kaida The configuration of Figure 5 (13) (also, the configuration of Figure 5 (13) above)
As in the case of A), three types of configurations as described in (a) and (c) can be considered as appropriate for the first air-fuel mixture adjustment suspension means.

In this way, the first system performs the opposite phase correction between the second system (not according to the detection result of the first exhaust detection means and the detection result of the second exhaust detection means). By this, it is possible to correct the overall air-fuel ratio difference between the first system and the second system.

That is, the air-fuel ratio may be different as a whole between the first system and the second system due to variations in engine component parts or special characteristics.

In such a case, as described above, correction can be made based on the mutual relationship between the signals of the first exhaust detection means and the second exhaust detection means, in order to correct the overall deviation in the air-fuel ratio. I can do it.

For example, if the detection result of the 1111th ki detection means changes from Liy- to Lean, and the detection result of the 2nd JJ ki detection means is Lean C, then It is sufficient to make a correction by increasing the amount of fuel supplied to the second system by a predetermined amount (or decreasing the amount of auxiliary air) while indicating that the overall condition is biased towards lean.

In addition, contrary to the above, if the detection result of the second exhaust detection lower stage is lip when the detection result of the first exhaust detection means changes from lean to rich, the air-fuel mixture of the second system as a whole is lipped. It would be better to make a correction to reduce the fuel supply to the second system by fJ or increase the amount of auxiliary air for a predetermined period of time.

In addition, in the other 15 method, if the detection result of the 11J gas detection means is rich and the detection result of the second exhaust detection means is also lip, the mixture in the second system is rich as metal body. Recognizing that this may be uneven, the amount of fuel supplied to the second system is set to 1. : Performs a compensation if lJ is decreased, and when the detection result of the 1111th qi detection means is lean, the 21st
If the detection result of the 11 Qi detection means is also Lean C! ;L
, it is good to increase the fuel supply M of the second system to a predetermined maximum value, recognizing that the mixture in the second system is entirely lean.

(Example of the invention) The present invention will now be described in detail based on examples.

The hardware configuration of the present invention is similar to that shown in FIG. 1 above, with control 1! ! The functions of J3 in the i-device 9 are different.

FIGS. 6 and 7 show the calculation process in the control system @ 19. There is an embodiment diagram C of 1 flow p-I-, FIG. 6 shows the air-fuel ratio control, and FIG. 7 shows the fuel Demonstrates the essence of swordsmanship.

Further, FIG. 8 shows changes in the control signal during the air-fuel ratio control of FIG. 6, as shown in FIG. 1C.

First, Fig. 6 shows the flow 1 = -1-, which corresponds to (a) in Fig. 5<A), and in this case, the 1 NOF air sensor is only in the right bank (12 in Fig. 1). Use.

In FIG. 6, first, in step 101, it is determined from the signal of the right bank 12 whether the right bank is in lip C or lean.

In the case of 101 Gurich, it goes to 102 1-1, and in the previous calculation, it is determined whether Ridge is warm or C is warm.

If the previous 111 is also rich, go to 104 and take a new value C1 that is obtained by subtracting the predetermined value ΔI from the correction coefficient α1 (
integral action).

On the other hand, if it is 102 and it was lean last time, it means that it changed from lean to rich at the beginning in this exercise. Pull out C1. (proportional action).

In addition, the lift platform with lean C in the above 101 goes to 10;3, and the air-fuel ratio that is J3 in the previous calculation is
) Taka Lean (・'A7j to judge.

In this case, in this case, in this calculation, J3 changed from lean to lip, so it went to 1()6? J, the value obtained by adding the predetermined 1+rjΔ1) to the correction coefficient α1 is calculated as Ili/, l:la−C1 (Example motion I'1
).

On the other hand, if 10S3 is lean, [J goes to 107, ?
111 stop coefficient (1 in χ′1 and 110△1 as Ili
Take LI L/i as a new C1 (integral operation).

'), I 08 C is 11 m1 [Subtract the refined C1 from 1 (and take the value as the correction coefficient α2.

Next, in FIG. 7, (1 meter C1 first i 1i 'r is the basic fuel supply amount 11) is shown.

For example, separately (rotational speed N1 intake air ff1
From (1), the basic fuel supply ffi TP is calculated according to the formula -Q/N based on the basic fuel supply amount IP=.

Next, at 112, the above basic fuel supply ffi "I"
By multiplying f' by the correction coefficient α1 for the right bank, the actual fuel supply mF'I for the right bank -C1 is optimized, and also by multiplying the basic fuel supply amount 1-P by the correction coefficient α2 for the left bank.
By east line! ■-Actual fuel supply t1 of bank
Calculate 1F2.

Therefore, 113'c is the above Fl (No. 111i11
ill output signal) to the right bank drive circuit, and
1-2 (corresponding to the second control signal) is output to the left bank drive circuit.

In addition, as mentioned above, the correction coefficient α1 of the left bank and the correction coefficient α2 of the left bank are multiplicative correction coefficients with 1 as the median value. Correction with the left bank can be performed in opposite phase.

Fluctuations in the air-fuel ratio in the above control will be explained using FIG. 8.

In FIG. 8, at J3, (a) is the output signal of the right bank air bleed hinge 12, and <b> is the control signal of the right bank fuel supply hanger.

1, 2, ((1) is the output signal of the left bank exhaust sensor 13, (C) is the control signal C'd for the fuel supply amount of the left bank.
sell.

In the calculation of FIG. 6, a3 is determined according to the signal of the right bank exhaust sensor 12 shown in (a) (the fuel oil 81 supply of the bank shown in (b) and the no. 1 puncture shown in (C)). Since the fuel supply amount is controlled in opposite phases, there is no overall difference in air-fuel ratio between the right bank and the chisel bank. , the right bank and the left bank are λ-1
are respectively controlled in the inverse ()l phase iy++ centered on the center.

Therefore, whether the right bank or the left bank, the air-fuel ratio change of 0 and the output of 1 herk are in opposite phases, and C1 is averaged as a whole to realize smooth control without output torque fluctuation. Catalytic converters can also be operated for the best conversion efficiency.

In addition, in Fig. 8 (1d is the change in the fuel vI supply hanging [)C
It shows the delay time from when it is detected by the JJI sensor.

Next, if the air-fuel ratio of the left and right banks deviates as a whole due to variations in engine components and characteristics, it will be accepted in section B of Figure 8, so the left and right banks will be Controlling the air-fuel ratio to the opposite phase would not achieve the initial objective.

J, in section B, the output of the JJI air sensor indicates a ridge, so the control is in place to avoid reducing the fuel supply amount. It is controlled to increase.

Soshi C, JJF Kishin 4 on the right bank of C1 in the old point O
C detects that the air-fuel ratio of the right bank has changed from ridge to lean, and accordingly, the fuel supply amount of the right bank C changes from decreasing to increasing.

Accordingly, in the left bank, the position s::r.

The control switches from To to decrease the fuel.

By the way, if the air-fuel ratios of the right bank and left bank do not deviate as a whole, the time point when the right bank changes from rich to lean is 0, and the left bank changes from lean to rich tt
21' t-d ruru is turned from (C) and (d). !, and the left bank of the second string continues to be in one position.

In this case, the air-fuel ratio of one bank has changed from lip to lean. (If there is a lean C, judgment 11i is made.

In such a case (above, at time 11, the predetermined amount of C
A correction is made to avoid increasing the fuel supply drop, and the entire air-fuel ratio of the left bank is moved to the lip side.

In the example of Figure ε3, (a), all the complementary jI operations -C at time 11 are still difficult, and the -bank beam condition continues, so 114 points 12 (similar Supplement I
I is repeated once as 00, and as a result, the bank at the end of the section is controlled to have an opposite phase.

A, the example in -1 shows a lifting platform where h of the left bank as a whole is biased toward the C lean side, but if C is biased toward the lip side, the fuel supply amount should be JS [Compensation 11-, which avoids a decrease by the amount S, may be performed.

(1-1-chit・-1・of the calculation that performs the above correction)
is shown in Figure 9.

In FIG. 9, 101 to 107 and 4 are the same as those in FIG. 6.

Next, 121r is 4. of the left bank. In response to the signal of II, it is determined whether the air-fuel ratio of the left bank is lip C' or lean.

In the case of rich at 121, when the right bank changes from lean to rich, the left bank remains at ridge and remains at C, indicating that the air-fuel ratio of the bank is biased towards rich. 123c coefficient Δα from predetermined value S
The value obtained by subtracting Δα is overwritten by a new value.

In addition, 122 also distinguishes ridge and lean flea banks 7
Ru.

In the case of 122 and lean, when the right bank changes from rich to lean, the left bank remains lean, that is, the left bank as a whole is biased toward lean. The shoreline of the predetermined (10S) is set as a new Δα.

), 125 C is 1ir which is 1-C1 plus Δ0
α for i? Doriru.

'cf-J), 'In the case of 121 green and 122 green J, the left and right banks are iNI Ill in opposite phases, and the CΔ (X is Zonoma J,
Tozuru.

11-If there is no variation in air-fuel ratio in the right bank, Δα is O'r.

By controlling as described in 1-1, if the air-fuel ratio of /i banks is out of order, correct the deviation and control the air-fuel ratio of the 6-car bank to the opposite phase.-11 That (-kiruJ, uIJ'Jru.

Finally, FIG. 10 shows another embodiment of the present invention]
[1-B Ir -t-r exists.

In Fig. 10, it is determined whether the bank is rich or lean.

101' (Go to 132 () for rich No. 1, and determine left bank riff f and lean.

'l 32 ("In the case of rich, it indicates that the left bank as a whole is C-rich, so go to '134 and reduce the predetermined value M from the coefficient Δα (IN is spelled as new jkona Δα) .

If it is lean in step 132, it indicates that the opposite phase control is being performed normally.On the other hand, if it is lean in step 101, the process goes to step 133, where it is also determined whether the left bank is rich or lean.

In the case of lean at 133, it is acknowledged that the left bank as a whole is -C lean, then enter 135 and take a new Δ(X) by adding a predetermined fl#IM to the coefficient Δα.

133 and rich, normal reverse (C7 phase control tm
This shows that C is performed.

Thereafter, in steps 102 to 107, integral proportional operations similar to those shown in FIG. 6 are performed.

Next, at 142, add Δα to 1-C1 and make I+i
Set it to 2.

The above control waveforms are shown in Figure 11.

In Fig. 11, (a) shows the right bank exhaust sensor υ'12
output signal, ('b) is the control signal for the fuel supply amount of the right bank, (l is the control signal for the fuel 1 supply amount of the /1 bank, ((
1) shows a ship with a coefficient Δα to compensate for left bank.

In addition, (0) indicates the output signal of the K-bank JJI exhaust sensor 13. In J3, the exhaust sensor () signals of the right bank and the left bank are in opposite phase. C supplement ti
t Not done.

In the 12 interval A, the right bank exhaust sensor 1 indicates lean and at the end the bank exhaust sensor 1 indicates lean, so the left bank as a whole is biased toward the lean side. Therefore, the coefficient Δα shown in (1) is gradually increased (increased), and the combustion power of the L bank shown in (C) is
1 supply amount gradually increases, and C1 finally enters an IF-rich control state in which the right bank and the left bank are in opposite phases.

'<K J), 1. /, l Explanation (1, l, Actual IIA example + c Jj i CLi, correction coefficients α1 and C2 are multiplied by heavy water fuel supply suspension). In the case of addition correction that increases or decreases Qψ, similar control can be performed.

In addition, although the above embodiment has only exemplified the case where a fuel injection valve is used as the air-fuel mixture regulating means, the vaporization The present invention can be applied in the same way even when using a device or a bypass control valve.

In addition, Jj in FIG. 1 explains the case where the present invention is applied to a V-type engine,
Similar control can be performed even if the

<Effects of the Invention> As explained above, in the present invention (a plurality of cylinders are
The cylinders belonging to the first system, the cylinders belonging to the second system, and the cylinders belonging to the second system (J) are arranged so that deviations of the air-fuel ratio from a predetermined value are in antiphase with each other. control 1
Since the torque fluctuation caused by the air-fuel ratio fluctuation caused by feedback control is suppressed, the slippage can be reduced to 4f output characteristics.In addition, the air-fuel ratio as a whole can be Keeping C near 1
As a result, the catalytic converter can be avoided operating at the point C where the conversion efficiency is highest, improving exhaust purification performance.
'C' is turned.

Furthermore, according to the embodiments shown in FIGS. 9 and 10, even if there is an overall deviation in the air-fuel ratio between the first system and the second system, the deviation can be corrected. It is also possible to compensate for deviations in air-fuel ratio due to engine (dispersion of lateral parts).
It has the effect of cutting C.

[Brief explanation of drawings]

The first cause is an example diagram of a conventional air-fuel ratio control 0++ device, Fig. 2 is a control 11 signal waveform diagram of the conventional device, Fig. 3 is a characteristic diagram of air-fuel ratio, output i, and torque, and Fig. 4 is a diagram of air-fuel ratio control 11 signal waveforms. Characteristic diagram of fuel ratio and catalytic conversion efficiency, Figure 5) shows the configuration of Kibutoaki [Figure 1, Figures 6 and 7 are one example of the present invention]
[1-B 17-1-1 Figure 8 is the waveform diagram of Figure 6, J5 Rir 11811 III (No. a waveform diagram, Figures 9 and 10)
The figures are respectively of other implementations 1ζ1 of this book 5L light) Ll-chip
-1~, Fig. 11 shows a3 (
There is a control signal waveform diagram. ? Explanation of v) 1...1 Noah creep 2...Mechanical 7 [1-Meter 3...S]Ttle valve 4...Right bank intake boat 1-5...Left bank intake boat 6 ...Right bank injection q.1 valve 7...I bank injection valve 8...Right bank cylinder 9...[Bank cylinder 10...Right bank exhaust pipe 11...Left bank exhaust pipe 12...Right bank exhaust lens '13...) Bank exhaust sensor 14.15...Catalyst] Inverter 16...Muffler 17...Rotation sensor 18...Temperature sensor 4-19... Control device 20...Crankshaft 21...Exhaust recirculation control valve 22...Auxiliary air valve A561 (A) (B) 1 1'''81 Diagram section IVIB-E Dark A

Claims (1)

[Claims] 1.- Feedback control of the fuel supply amount to maintain the air-fuel ratio at a predetermined value based on a signal from a means for detecting the concentration of exhaust gas components of the engine, and controlling the exhaust system of a plurality of cylinders. 1st
and a second exhaust detection means for detecting the concentration of exhaust gas components in the exhaust system of the first system; A first calculation means outputs a first control signal to maintain the air-fuel ratio of the supplied air-fuel mixture at a predetermined value. The air-fuel ratio supplied to the first air-fuel mixture age adjustment means and the air-fuel ratio sent to the second system are arranged so that the deviation from the predetermined value is symmetrically reversed with respect to the predetermined value. a second calculation means for outputting a second control signal for correcting the second control signal; and a second air-fuel mixture metering means for supplying the air-fuel mixture corrected according to the second control signal to the second system; An air-fuel ratio control device characterized in that the air-fuel ratio control device performs control so that deviations of the 9° fuel ratio from a predetermined value in cylinders belonging to a system and cylinders belonging to a second system are symmetrical about the predetermined value. 2. Based on the signal from the means for detecting the engine exhaust gas component iH15t, the fuel supply amount is feedback-controlled to maintain the air-fuel ratio at a predetermined value, and the exhaust systems of a small number of cylinders are divided into two systems, the first and second systems. - In the engine, a first exhaust detection means for detecting the concentration of exhaust gas components entering the exhaust system of the first system, and a mixture supplied to the first system based on the detection result of the first exhaust detection means. a first controlling means for outputting a first control signal for correcting and controlling the air-fuel ratio of the air to maintain it at a predetermined value; a first air-fuel mixture adjusting means for detecting the m degree of exhaust gas component in the exhaust system of the second system; Correction control I1. ,,,
and a second control signal for correcting the overall air-fuel ratio of the second system based on the correlation between the detection result of the first exhaust detection means and the detection result of the second exhaust detection means. A second air-fuel mixture metering means supplies the air-fuel mixture corrected according to the second control signal to the second system, and the cylinders belonging to the first system and the second system are connected to each other. Control is performed so that the deviation of the air-fuel ratio from the predetermined value fJ in the cylinder to which it belongs is centered on the above-mentioned predetermined 1irj, and the air-fuel ratio is controlled to be 83LJ in the first system and the second system. Overall deviation in fuel ratio? An air-fuel ratio control i11 device characterized by ili if-li. 3. The above-mentioned first exhaust detection means is configured to -[a basic fuel supply amount calculated separately according to each injection operation variable of the engine, and a first exhaust detection means based on the deviation between the detection result of the first exhaust detection means and a predetermined value 111. 1 correction signal [Thus - above 11 control 1
The first HNN air conditioning means is a fuel injection device that supplies fuel to the first system in accordance with the first control till signal, and the second calculation means is
A correction signal that is symmetrical to the first correction signal about a predetermined value is changed from a state in which the detection result of the 1111th gas detection means indicates a mixture error of 1ll (rich) to a state indicating a lean mixture. When the detection result of the second exhaust detection means is lean, a signal to increase the fuel supply amount by a predetermined amount (=J is added, -[2 if the detection result of the first exhaust detection means is lean) is sent. As soon as it changes from rich to rich,
If the detection result of the second exhaust detection means is rich, a signal for reducing the fuel supply amount by a predetermined amount is calculated by adding a signal to reduce the fuel supply amount by a predetermined amount, and the second correction signal is The basic fuel supply amount is multiplied by the second
The second air-fuel mixture control means is a fuel injection system that supplies fuel corresponding to the second control signal to the second system. The air-fuel ratio control device according to claim 2, which is an IFI device. 4. The first calculation means calculates the basic fuel supply amount separately calculated according to various operating variables of the engine, and the first air-fuel mixture adjustment ffi means adjusts the fuel according to the first control signal to the first fuel supply amount.
There is a fuel injection q.1 device that supplies the fuel to the system, and the L power distribution 2 calculation means applies the first exhaust signal to the supplementary iF signal that is symmetrical about the -1-era first correction signal and a predetermined value. When the detection result of the detection means is rich and the detection result of the 2111th air detection means is rich C, a signal is attached to reduce the fuel supply by a predetermined amount. If the detection result of the above-mentioned second II air detection means is equal to the lean temperature, a signal is sent to increase the fuel supply by a predetermined amount or more. outputs the 2nd?1n positive signal at
The second control signal is a fuel injection device that supplies fuel to the second system in accordance with the second control signal. The air-fuel ratio control device according to claim 2, characterized in that: