TWI433990B - Air-fuel ratio learning control device for vehicle-use internal combustion engine - Google Patents

Description

Air-fuel ratio learning control device for internal combustion engine of vehicle

The present invention relates to an air-fuel ratio learning control device for an internal combustion engine for a vehicle, the air-fuel ratio learning control device comprising: a fuel injection valve that injects fuel to an intake passage; and a residual oxygen concentration in an exhaust gas flowing through the exhaust passage An oxygen sensor for detecting; a throttle valve body for controlling an amount of intake air flowing through the intake passage; a throttle sensor for detecting an opening degree of the throttle valve body, that is, a throttle opening; and a detection engine a number of revolutions of the number of sensors; and a control unit for controlling a fuel injection amount from the fuel injection valve based on the detected values of the oxygen sensor, the throttle sensor, and the number of revolution sensors, and The control unit performs fuel injection control in such a manner that a basic fuel injection amount for causing the air-fuel ratio to reach the target air-fuel ratio is defined based on the above-described throttle opening degree and the engine revolution number, and will be based on the above-described oxygen sensor The feedback correction coefficient depends on the detected value; and the difference between the target air-fuel ratio and the actual air-fuel ratio is learned and split into a plurality of engines. The predetermined correction coefficient is multiplied by the above-described learning basic fuel injection amount, thereby obtaining the fuel injection quantity.

Such an air-fuel ratio learning control device for a vehicle internal combustion engine is known, for example, from Patent Document 1.

[Previous Technical Literature] [Patent Literature]

[Patent Document 1] Japanese Patent No. 2631580

However, the initial value of the learned value of the O ₂ feedback is usually set to the value on the ground. For the user who uses the vehicle in the high or low ground, there is a value from the initial value, and the learned value reaches the height of the suitable area. It takes time to study.

The present invention has been developed in view of such circumstances, and an object of the present invention is to provide an air-fuel ratio learning control for a vehicle internal combustion engine that can change the initial value of the learned value or the learning value so far in conjunction with the height of the region where the user is traveling. Device.

In order to achieve the above object, a first aspect of the present invention provides an air-fuel ratio learning control device for an internal combustion engine for a vehicle, comprising: a fuel injection valve that injects fuel to an intake passage; and an exhaust gas that flows through the exhaust passage An oxygen sensor for detecting the residual oxygen concentration, a throttle valve body for controlling the amount of intake air flowing through the intake passage, and a throttle sensor for detecting the opening degree of the throttle valve body, that is, the throttle opening degree a rotation number sensor for detecting a number of revolutions of the engine; and a control unit for controlling a fuel injection amount from the fuel injection valve based on the detected values of the oxygen sensor, the throttle sensor, and the number of revolution sensors And the control unit performs fuel injection control in such a manner that, based on the above-described throttle opening degree and the number of engine revolutions, a basic fuel injection amount for determining an air-fuel ratio as a target air-fuel ratio is specified, and Learning the feedback correction coefficient depending on the detected value of the sensor, learning from the difference between the target air-fuel ratio and the actual air-fuel ratio, and splitting into a plurality of each The engine load regulation learning correction coefficient is multiplied by the basic fuel injection amount to obtain a fuel injection amount, and the air-fuel ratio learning control device for the vehicle internal combustion engine is characterized by including a learning value change instruction means and externally controlling the control unit Providing a signal indicating that the learning value of the learning correction coefficient is forcibly changed, and storing the plurality of modes in which the reference value of each of the engine load values of the learning correction coefficient is specified is based on the learning value change instruction Instructed by the means to replace one of the reference values of the plurality of modes with the learned value of the learning correction coefficient so far.

Further, a second aspect of the present invention is the configuration of the first aspect, characterized in that the selection means includes means for instructing the control unit to select one of a plurality of modes corresponding to the height.

According to a third aspect of the present invention, in the second aspect, the selection means is a handle; the control means is based on a time passage of a detected value of the throttle sensor based on an operation of the switch In the changed aspect, it is judged to select any one of the above plurality of modes.

According to a fourth aspect of the present invention, in the third aspect, the control unit selects one of the plurality of modes based on a repeated state of a full throttle state and a full throttle state.

According to a fifth aspect of the present invention, in the fourth aspect, the control unit performs the full throttle opening state and the throttle throttle on a condition that the throttle full open state and the throttle full closed state continue for a specific time. The mode selection of the repeated state of the closed state.

Further, the sixth aspect of the present invention is the configuration of any of the first to fifth features, wherein the indicator is displayed in a different manner in each mode, and the control unit has selected the plurality of modes. Any of the modes.

According to the first to sixth aspects of the present invention, one of the plurality of patterns of the reference values for each engine load of the correction coefficient can be learned according to the height from the instruction of the learning value change instruction means. Replace with the initial value of the learning correction coefficient or the learning value learned so far, and change the initial value by the user of the vehicle in the low or high ground, or the factory, the store, etc., to quickly grasp the reasonable learning value, or even When the vehicle is transported to the high ground or the low ground by means of transportation, the learning value so far can be changed to the learning value of the combined height.

Further, in particular, according to the third feature of the present invention, it is possible to suppress an increase in the number of parts by using a handle as a selection means.

Further, in particular, according to the fourth aspect of the present invention, since one of the plurality of modes is selected based on the repeated state of the throttle full open state and the throttle fully closed state, the operation of the turn is relatively easy.

Further, in particular, according to the fifth aspect of the present invention, in the case of mode selection in a state in which the throttle is fully open and the throttle is fully closed, the throttle is fully open and the throttle is fully closed for a specific time. Therefore, the toughness of the noise can be improved.

Further, in particular, according to the sixth feature of the present invention, it is confirmed by the display aspect of the indicator that any mode has been selected.

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying FIGS. 1 to 7. First, in FIG. 1, the getter device 14 and the exhaust gas for exhausting the gas from the combustion chamber 13 are discharged. The exhaust device 15 is connected to the cylinder head 16 of the internal combustion engine E, and the air suction device 14 is configured to supply the mixed gas to a cylinder that is slidably fitted to a water-cooled internal combustion engine E mounted in, for example, a motorcycle. The combustion chamber 13 at the top of the piston 12 of the diameter 11 has an intake passage 17 formed in the intake device 14, and an exhaust passage 18 is formed in the exhaust device 15. Further, a spark plug 20 whose front end faces the combustion chamber 13 is attached to the cylinder head 16.

The throttle device 14 is provided with a throttle valve body 21 for controlling the amount of intake air flowing through the intake passage 17 in such a manner as to be opened and closed by the turning operation of the rotary lever 19, and at the throttle valve body 21 The intake passage 17 on the downstream side is provided with a fuel injection valve 22 for injecting fuel. Further, the bypass passage 27 that bypasses the throttle valve body 21 is connected to the intake passage 17, and the amount of air flowing through the bypass passage 27 is adjusted by the actuator 28 such as a solenoid. Further, a catalytic converter 25 is inserted and mounted to the exhaust unit 15.

The ignition timing of the spark plug 20, the fuel injection amount from the fuel injection valve 22, and the actuation of the actuator 28 are controlled by the control unit C, and the control unit C is input with the detection of the throttle valve body 21. The detection value of the throttle sensor 26 of the opening degree, that is, the throttle opening degree, the detection value of the number of revolutions of the number of revolutions of the crankshaft 29 connected to the piston 12, and the detection of the water temperature of the engine cooling water The detected value of the water temperature sensor 31 and the residual oxygen concentration in the exhaust gas flowing through the exhaust passage 18 are located on the upstream side of the catalytic converter 25 and are mounted on the exhaust device 15 The detected value of the oxygen sensor 32. Further, instead of the water temperature sensor 31, the temperature of the internal combustion engine is detected by the oil temperature sensor.

In Fig. 2, the portion of the control unit C that controls the injection amount of the fuel injection valve 22 includes a basic injection amount calculation means 34 based on the number of revolutions obtained by the number of revolution sensors 30 and the sense of throttle. The throttle opening obtained by the detector 26 is defined as a basic fuel injection amount for obtaining a target air-fuel ratio with reference to FIG. 33; and a feedback correction coefficient calculating means 35 based on the oxygen concentration obtained by the oxygen sensor 32, The feedback correction coefficient is calculated by approaching the target air-fuel ratio to perform feedback control; the correction means 36 corrects the basic fuel injection amount based on the correction amount obtained by the feedback correction coefficient calculation means 35; and the final fuel injection time calculation means 37, This determines the fuel injection time corresponding to the final fuel injection amount obtained by the correction means 36.

The feedback correction coefficient calculation means 35 includes a rich-lean determination unit 38 that determines the degree of concentration of the exhaust gas based on the oxygen concentration detected by the oxygen sensor 32; and the parameter calculation unit 39 based on The result of the determination by the richness determination unit 38 corrects the feedback correction coefficient and the basic fuel injection amount. The parameter calculation unit 39 causes the EPROM (erasable programmable read only memory) or the non-volatile memory unit 40 such as a flash memory to memorize the parameters at a specific cycle and ignite the ignition. When the key is turned on (at the time of system startup), parameters are read from the non-volatile memory unit 40.

Further, in the parameter calculation unit 39, the air-fuel ratio for calculating the value by the oxygen sensor 32 is calculated by the feedback correction coefficient KO2 and the learning correction coefficient KBU which are periodically stored in the non-volatile memory unit 40. The integrated correction coefficient KT of the control is taken as KT←(KO2×KBU). Here, the learning correction coefficient KBU is learned by dividing the difference between the target air-fuel ratio and the actual air-fuel ratio, and is divided into a plurality of engine loads to be specified, and recorded in the non-volatile memory unit in a specific cycle. In 40, even after the ignition key is turned off (system stop), the value is maintained, so that it is read in at the time of system startup, and learning control is performed.

The feedback correction coefficient KO2 is a variable that is used once every other period in the O ₂ feedback control. Basically, based on the feedback correction coefficient KO2, O ₂ feedback control is performed to make the air-fuel ratio close to the target air-fuel ratio. . Then, based on the result of the richness determination in the rich and lean determination unit 38, the feedback correction coefficient KO2 is specified.

In FIG. 3, the engine load is divided into a plurality of areas by the engine revolution number NE and the throttle opening degree TH, and the O ₂ feedback area, as shown by the oblique line in FIG. 3, is set to the set lower limit rotation number. The area defined by the NLOP, the set upper limit rotation number NHOP, the idle speed upper limit rotation number NTHO2L, the set lower limit throttle opening degree THO2L, and the set upper limit throttle opening degree THO2H. Further, the set lower limit and the upper limit throttle opening degrees THO2L and THO2H are set to a plurality of set throttle opening degrees THFB0, THFB1, THFB2, and THFB3, which are set to become larger as the number of engine revolutions NE increases, and reach THO2L<THFB1<THFB2<THFB3<THO2H, and the six O ₂ feedback areas are indicated by the numbers "1" to "6", and the areas other than the O ₂ feedback area are indicated by the numbers "0" and "7" to "11". The boundary between the regions is set to have a hysteresis.

Further, the parameter calculation unit 39 sets the feedback correction coefficient KO2 to "1" in the load region other than the O ₂ feedback region, and sets the learning correction coefficient KBU as a value in the adjacent O ₂ feedback region. Calculate the comprehensive correction coefficient KT (=KO2×KBU). In Figure 3, the load area other than the O ₂ feedback area and the number "0" is selected, and the learning correction coefficient KBU1, O ₂ feedback in the O ₂ feedback area "1" is selected. outside the region and are numbered load range "7", the selected O ₂ feedback area "2" in the learning correction coefficient KBU2, other than the O ₂ feedback area and are numbered load region "8", the selected O ₂ feedback area "3" in the learning correction coefficient KBU3, other than the O ₂ feedback area and are numbered load region "9", the selected O ₂ feedback area "4" in the learning correction coefficient KBU4, other than the O ₂ feedback area and denoted by load number "10" of region selection O ₂ feedback area "5" in the learning correction coefficient KBU5, other than the O ₂ feedback area and the loading area are numbered "11", the selected O ₂ feedback area "6" in the learning correction coefficient KBU6.

According to the present invention, the parameter calculation unit 39 of the control unit C inputs a signal indicating that the learning value of the learning correction coefficient KBU is forcibly changed from the external learning value change instruction means 41. On the other hand, in the non-volatile memory unit 40 of the control unit C, a plurality of patterns in which the reference value of each engine load of the learning correction coefficient KBU is defined in advance is stored in advance, and the parameter calculation unit 39 is based on The instruction of the learning value change instructing means 41 replaces one of the reference values of the plurality of patterns with the learned value of the learning correction coefficient KBU so far.

The learning value change instruction means 41 is constituted by, for example, an operation of short-circuiting the service inspection adapter and a short-circuit operation, an operation of fully opening the throttle valve body 21, and an ignition-on operation, and the parameter calculation unit 39 pre-memorizes the height-based regulation. The plurality of reference values for each engine load of the correction coefficient KBU are learned, for example, four modes from mode 1 to mode 4. Further, the parameter calculation unit 39 determines the selection of the above four modes based on the operation of the above-described switch 19 as a selection means, in accordance with the change in the time of the detected value of the throttle sensor 26. Either mode, and the indicator 42 is actuated in a manner corresponding to the mode selection.

Here, with reference to FIG. 4, a learning value replacement sequence of the parameter calculation unit 39 facing the control unit C will be described. When the height of the vehicle travels rapidly changes, when the learning value of the learning correction coefficient KBU is forcibly changed, When the operation of first disassembling the service check adapter in the step S1 and short-circuiting (denoted as SCS) and the operation of fully opening the throttle valve body 21 (denoted as TH full open) are performed, the ignition-on operation is performed in the next step S2. It is determined that the instruction from the learned value change instruction means 41 is received, instead of the learned value of the above-described learning correction coefficient KBU, one reference value of the four modes is used, and the indicator 42 is caused to blink in step S3. . The indicator 42 may be a dedicated one for learning value change or one of the indicators included in the vehicle.

In the next step S4, when the state in which the throttle opening is fully opened continues for T1 seconds, for example, 5 seconds, the intention of changing the learning value is not obtained, and the process proceeds from step S4 to step S5, and the indicator 42 is turned on. Further, in step S4, when the state in which the throttle opening degree is fully open continues for T1 seconds, the process proceeds from step S4 to step S6, and the indicator 42 is caused to blink to indicate that the learning value change mode is entered.

Next, in steps S7 to S22, after the start of the blinking of the indicator in step S6, the time of the detected value of the throttle sensor 26 accompanying the operation of the handle 19 is judged to select one of the four modes. And step S7 is a preparation stage of changing to mode 1.

Further, in the preparation preparation phase of the mode 1, it is confirmed in step S8 that the throttle opening degree is not changed from the full opening to the closing side within T2 seconds, for example, 3 seconds after the previous throttle opening degree is fully closed. In step S9, the learned value of the learning correction coefficient KBU is changed to the reference value of the mode 1, and in the next step S10, the indicator 42 is blinked to indicate that the change of the mode 1 is completed.

In addition, in step S8, it is confirmed that the throttle opening degree is changed from the full opening to the closing side within T2 seconds after the previous throttle opening degree is fully closed, and the routine proceeds from step S8 to step S11 and is changed to mode 2. In the preparation stage, it is confirmed in step S12 that in the state, within T2 seconds after the previous throttle opening is fully closed, the throttle opening degree is not changed from the full opening to the closing side, in step S13, The learned value of the learning correction coefficient KBU is changed to the reference value of the mode 2, and in the next step S14, the indicator 42 is blinked to indicate that the change of the mode 2 is completed.

In step S12, it is confirmed that the throttle opening degree is changed from the full opening to the closing side within T2 seconds after the previous throttle opening degree is fully closed, and the routine proceeds from step S12 to step S15, and is changed to the mode 3 preparation. In step S16, it is confirmed in step S16 that the throttle opening degree is not changed from the full opening to the closing side within T2 seconds after the previous throttle opening degree is fully closed, and in step S17, learning is performed in step S17. The learned value of the correction coefficient KBU is changed to the reference value of the mode 3, and in the next step S18, the indicator 42 is blinked to indicate that the change of the mode 3 is completed.

In step S16, it is confirmed that the throttle opening degree is changed from the full opening to the closing side within T2 seconds after the previous throttle opening degree is fully closed, and the process proceeds from step S16 to step S19, and is changed to the preparation stage of mode 4. In step S20, it is confirmed that in the state, within T2 seconds after the previous throttle opening change, the throttle opening degree is not changed from the full opening to the closing side, in step S21, the learning correction coefficient is to be learned. The learning value of KBU is changed to the reference value of mode 4, and in the next step S22, the indicator 42 is blinked to indicate that the change of mode 4 is completed.

Further, in step S20, it is confirmed that the throttle opening degree is changed from the full opening to the closing side within T2 seconds after the previous throttle opening degree change, and the routine returns from step S20 to step S7.

According to the learning value replacement procedure of the parameter calculation unit 39, as shown in FIG. 5, at the time t1 at which the ignition is turned on in the fully open state of the throttle (TH) in which the service check adapter is disconnected (referred to as SCS) The mode selection process is started, and the indicator 24 starts blinking from the time t2 after the elapse of the time T1 seconds from the time t1, until the throttle (TH) continues until the time t3 after the time T2 elapses from the time t2. In the fully open state, mode 1 is selected, and the indicator 42 blinks once every time interval.

Further, as shown in Fig. 6, when it is confirmed that the time t1 is elapsed from the start of the mode selection processing from the time t1, the indicator 24 starts blinking until the time t2 is elapsed from the time t2. At time t4 of T2A (<T2), when the throttle opening degree is changed from the full opening to the closing side, the throttle opening degree is the time t5 from the full throttle opening degree to the time t6 after the elapse of the time T2 seconds. When the fully closed state is maintained, mode 2 is selected, and the indicator 42 blinks every two times with a time interval.

Further, as shown in FIG. 7, when it is confirmed that the time t1 is elapsed from the start of the mode selection processing from the time t1, the indicator 24 starts blinking until the time t2 is elapsed from the time t2. When the throttle opening degree is changed from the full opening to the closing side at time t4 of T2A (<T2), the change of the throttle opening degree from the time t5 when the throttle opening degree is fully closed to the time T2 seconds elapses is observed. When the throttle opening degree is fully closed from the time t6 when the time T2 is shorter than the time T2 seconds from the time t5, the mode 3 is selected at the time t7 after the time T2 elapses from the time t6. The indicator 42 is flashed every three times with a time interval.

When mode 4 is also selected, mode 4 is selected through the same time as shown in Figs. 5 to 7 above. At this time, the indicator 42 blinks four times four times at intervals. That is, the indicator 42 performs display actuation in different modes in each of modes 1 to 4.

Further, when one of the plurality of modes is selected based on the repeated state of the full throttle state and the full throttle state, the parameter calculation unit 39 continues to be specified in the throttle full open state and the throttle fully closed state. The time T3 is, for example, 0.5 second or longer, and the mode selection based on the repeated state of the full throttle state and the throttle full closed state is performed.

Next, the operation of the embodiment will be described. The control unit C specifies a basic fuel injection amount for setting the air-fuel ratio to the target air-fuel ratio based on the throttle opening degree and the number of engine revolutions, and will be based on the oxygen sensor. The feedback correction coefficient KO2, which is determined by the detection value of 32, is learned by multiplying the difference between the target air-fuel ratio and the actual air-fuel ratio, and the learning correction coefficient KBUK, which is divided into a plurality of engine load regulations, by the basic fuel injection amount, thereby obtaining The fuel injection amount is stored in a plurality of patterns of the reference value for each engine load of the correction correction coefficient KBUK according to the height regulation, and based on the instruction from the learned value change instruction means 41, based on the operation of the accompanying switch 19 and the throttle The time of the detected value of the sensor 26 is changed according to a corresponding change pattern, and one of the plurality of modes is selected, and the reference value of the selected mode is replaced with the learning value of the learning correction coefficient KBUK so far. The learning correction coefficient KBUK can be learned in accordance with the height, so the user or factory of the vehicle can be used in low or high altitude. Sales shop to change the initial value, reasonable grasp the learning value, or even when on the use of means of transport to transport the vehicle to the highlands or lowlands, also will learn the value date of the change to the value of learning combined height.

Further, by increasing the number of parts by selecting a plurality of modes based on the change in the time corresponding to the detected value of the throttle sensor 26 based on the operation of the switch 19, the number of parts can be suppressed.

Further, since one of the plurality of modes is selected based on the repeated state of the full throttle state and the full throttle state, the operation of the switch 19 is facilitated.

Moreover, in the mode selection based on the repeated state of the full throttle state and the fully closed state of the throttle valve, it is possible to increase the toughness of the noise by the condition that the throttle full open state and the throttle fully closed state continue for a specific time. .

Further, the indicator 42 selects one of the above plurality of modes in different modes in each mode, and therefore, it is easy to confirm that any mode is selected.

The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments, and various design changes can be made without departing from the invention described in the claims.

11. . . Cylinder inner diameter

12. . . piston

13. . . Combustion chamber

14. . . Suction device

15. . . Exhaust

16. . . cylinder head

17. . . Inspiratory pathway

18. . . Exhaust passage

19. . . As a means of choice

20. . . Spark plug

twenty one. . . Throttle valve body

twenty two. . . Fuel injection valve

25. . . Catalytic converter

26. . . Throttle sensor

27. . . Bypass

28. . . Actuator

29. . . Crankshaft

30. . . Revolution sensor

31. . . Water temperature sensor

32. . . Oxygen sensor

33. . . Figure

34. . . Basic injection amount calculation means

35. . . Feedback correction coefficient calculation means

36. . . Correction means

37. . . Final fuel injection time calculation means

38. . . Thick and thin judgment department

39. . . Parameter calculation unit

40. . . Non-volatile memory

41. . . Learning value change indication means

42. . . Indicator

C. . . control unit

E. . . internal combustion engine

Fig. 1 is a view showing the overall configuration of an internal combustion engine.

Figure 2 is a block diagram showing the construction of a control unit.

Figure 3 is a diagram showing the engine load area.

Fig. 4 is a flow chart showing the processing sequence for performing learning value replacement.

Fig. 5 is a view showing a timing chart when mode 1 is selected.

Fig. 6 is a view showing a timing chart when mode 2 is selected.

Fig. 7 is a view showing a timing chart when mode 3 is selected.

twenty two. . . Fuel injection valve

26. . . Throttle sensor

30. . . Revolution sensor

31. . . Water temperature sensor

32. . . Oxygen sensor

33. . . Figure

34. . . Basic injection amount calculation means

35. . . Feedback correction coefficient calculation means

36. . . Correction means

37. . . Final fuel injection time calculation means

38. . . Thick and thin judgment department

39. . . Parameter calculation unit

40. . . Non-volatile memory

41. . . Learning value change indication means

42. . . Indicator

C. . . control unit

Claims (6)

An air-fuel ratio learning control device for an internal combustion engine for a vehicle, comprising: a fuel injection valve (22) that injects fuel to an intake passage (17); and a residual oxygen concentration in an exhaust gas flowing through the exhaust passage (18) An oxygen sensor (32) for detecting; a throttle valve body (21) for controlling the amount of intake air flowing through the intake passage (17); and an opening degree of the throttle valve body (21), that is, a throttle opening degree Detecting a throttle sensor (26); detecting a revolution number of revolutions of the engine (30); and based on the oxygen sensor (32), the throttle sensor (26), and the sense of revolution a detected value of the detector (30), a control unit (C) for controlling a fuel injection amount from the fuel injection valve (22), and the control unit (C) performs fuel injection control in such a manner that The throttle opening degree and the engine revolution number are defined as a basic fuel injection amount for setting the air-fuel ratio to the target air-fuel ratio, and a feedback correction coefficient (KO2) according to the detected value of the oxygen sensor (32), and Learning according to the difference between the target air-fuel ratio and the actual air-fuel ratio, and split into plural Each of the engine load prescribed learning correction coefficient (KBU) is multiplied by the basic fuel injection amount to obtain a fuel injection amount, and the air-fuel ratio learning control device for the above-described vehicle internal combustion engine is characterized in that the control unit is included from the outside (C) providing a learning value change instructing means (41) for instructing a signal for forcibly changing the learning value of the learning correction coefficient, and storing a plurality of reference values for each engine load of the learning correction coefficient (KBU) according to the height The control unit (C) of the mode is based on an instruction from the learning value change instruction means (41), and the learned value of one of the plurality of patterns and the learned correction coefficient (KBU) so far. Perform the replacement. The air-fuel ratio learning control device for a vehicle internal combustion engine according to claim 1, wherein the control means (C) includes a selection means (19) for instructing any one of a plurality of modes corresponding to the height. The air-fuel ratio learning control device for a vehicle internal combustion engine according to claim 2, wherein the selection means is a handle (19), and the control unit (C) is based on an operation accompanying the handle (19). The mode of the detection of the throttle sensor (26) is changed correspondingly, and it is determined that any one of the plurality of modes is selected. The air-fuel ratio learning control device for a vehicle internal combustion engine according to claim 3, wherein the control unit (C) selects the plurality of modes based on a repeated state of a full throttle state and a full throttle state. One of the modes. The air-fuel ratio learning control device for a vehicle internal combustion engine according to the fourth aspect of the invention, wherein the control unit (C) performs the throttle-based valve on the condition that the throttle full-open state and the throttle full-close state respectively continue for a specific time. The mode selection of the full-open state and the repeated state of the throttle full-closed state. The air-fuel ratio learning control device for a vehicle internal combustion engine according to any one of claims 1 to 5, wherein the indicator is displayed in a different manner in each mode, and the control unit (C) has selected the plural number Any of the modes.