WO1993017232A1 - Procede et systeme pour reguler le rapport air/carburant dans des moteurs a combustion interne - Google Patents

Procede et systeme pour reguler le rapport air/carburant dans des moteurs a combustion interne Download PDF

Info

Publication number
WO1993017232A1
WO1993017232A1 PCT/JP1991/000650 JP9100650W WO9317232A1 WO 1993017232 A1 WO1993017232 A1 WO 1993017232A1 JP 9100650 W JP9100650 W JP 9100650W WO 9317232 A1 WO9317232 A1 WO 9317232A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
fuel ratio
correction amount
learning
area
Prior art date
Application number
PCT/JP1991/000650
Other languages
English (en)
Japanese (ja)
Inventor
Junichi Furuya
Original Assignee
Junichi Furuya
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Junichi Furuya filed Critical Junichi Furuya
Priority to US07/784,395 priority Critical patent/US5193339A/en
Publication of WO1993017232A1 publication Critical patent/WO1993017232A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F02D41/2445—Methods of calibrating or learning characterised by the learning conditions characterised by a plurality of learning conditions or ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
    • F02D41/248—Methods of calibrating or learning characterised by the method used for learning using a plurality of learned values

Definitions

  • the present invention relates to a method and an apparatus for controlling an air-fuel ratio of an intake air-fuel mixture to a target air-fuel ratio in an internal combustion engine mounted on an automobile, and in particular, an air-fuel ratio sensor is provided for each of an exhaust system on an upstream side and a downstream side of an exhaust purification catalyst.
  • the present invention relates to a method and an apparatus for performing feedback control of the air-fuel ratio with high accuracy based on the detection values of these two air-fuel ratio sensors.
  • an air-fuel ratio sensor oxygen sensor
  • the air-fuel ratio sensor detects the rich air-fuel ratio of the actual air-fuel ratio with respect to the stoichiometric air-fuel ratio based on the oxygen concentration in the exhaust gas detected by the air-fuel ratio sensor.
  • Feedback control is performed on the fuel supply amount in a direction to bring the air-fuel ratio closer to the theoretical air-fuel ratio.
  • the air-fuel ratio sensor provided in the exhaust system relatively close to the combustion chamber as described above is exposed to high-temperature exhaust, there is a problem that its characteristics are liable to change due to thermal deterioration or the like.
  • the exhaust manifold provided in the air-fuel ratio sensor has a problem that it is difficult to accurately detect the average air-fuel ratio of all cylinders due to insufficient mixing of exhaust gas for each cylinder. It was hot. Therefore, in the above-described conventional air-fuel ratio feedback control, responsiveness is ensured, but it is difficult to stably perform high-precision air-fuel ratio control. I got it. .
  • an air-fuel ratio sensor is also provided on the downstream side of the catalyst, and the feedback value of the air-fuel ratio is controlled using the detection values of these two air-fuel ratio sensors.
  • the air-fuel ratio sensor on the downstream side has poor responsiveness because it is far from the combustion chamber, but has little thermal effect because it is on the downstream side of the catalyst, and the poisoning amount due to toxic components in the exhaust gas is low. It is possible to detect the average air-fuel ratio of all the cylinders because the air-fuel ratio is small and the exhaust gas mixture is good, so that high-accuracy and stable detection performance can be obtained compared to the air-fuel ratio sensor provided on the upstream side.
  • two air-fuel ratio feedback correction coefficients independently set based on the detection values of the two air-fuel ratio sensors are used in combination, or the air-fuel ratio feedback set by the upstream air-fuel ratio sensor is used.
  • the control amount of the feedback correction coefficient proportional constant or integral constant
  • the comparison voltage used to determine the output voltage of the upstream air-fuel ratio sensor, and the detection result of the upstream air-fuel ratio sensor are used for actual control.
  • the delay time is corrected based on the detection result of the air-fuel ratio sensor on the downstream side.
  • the required level of the air-twist ratio correction amount during the feedback control is increased during non-feedback control (at open loop).
  • the following problems occur especially at the start of feedback control when shifting from non-feedback control to feedback control. That is, since the detection of the air-fuel ratio by the downstream air-fuel ratio sensor is delayed as compared with the upstream-side air-fuel ratio sensor, the speed of the air-fuel ratio correction control by the downstream air-fuel ratio sensor is reduced by the air-fuel ratio correction using the upstream air-fuel ratio sensor. If the speed is set to be almost the same, the control overshoot will increase.
  • the control speed is lower than the speed of the air-fuel ratio control by the air-fuel ratio sensor on the upstream side. You have set.
  • the air-fuel ratio correction amount controlled based on the downstream air-fuel ratio sensor (for example, the proportional correction amount in the proportional-integral control of the air-fuel ratio feedback correction amount based on the upstream air-fuel ratio sensor) reaches the required value. It takes a long time to reach the target air-fuel ratio, which may lead to deterioration of fuel efficiency, drivability, and exhaust properties.
  • an average value of the air-fuel ratio correction amount based on the air-fuel ratio sensor on the downstream side is sequentially calculated as a learning correction amount and stored for each operating region, and the learning correction amount is used together with the air-fuel ratio correction amount to perform air-fuel ratio correction.
  • the control speed of the air-fuel ratio correction based on the downstream air-fuel ratio sensor is set relatively low to suppress overshoot.
  • the required value of the air-fuel ratio correction amount varies greatly depending on the operating conditions. It is desirable to secure the learning accuracy by dividing the area to be finely divided.However, if the area is divided finely, the time spent staying in each area is shortened, and the frequency with which the actual operating conditions correspond to each area is also reduced. Less will further hinder learning progress.
  • the present invention has invented an air-fuel ratio control method and apparatus for an internal combustion engine that can achieve both the promotion of the air-fuel ratio control learning by the air-fuel ratio sensor on the downstream side of the catalyst and the improvement of the learning accuracy.
  • the learning correction amount for the wide operating area is added and updated.
  • all the subdivided operating regions included in this wide region are controlled by the updated learning correction amount. Therefore, it is necessary to subtract and update the learning correction amount in each of the subdivided operation regions by the update amount to prevent the correction based on the learning correction amount from becoming excessive.
  • the present invention has been made in view of the above-described problems.
  • uniform learning in a wide driving range for promoting the progress of learning and divided into different driving ranges for maintaining improved learning accuracy.
  • the air-fuel ratio control of the internal combustion engine achieves both the advancement of the air-fuel ratio learning control by the air-fuel ratio sensor on the downstream side of the catalyst and the improvement of the learning accuracy. It is an object to provide a method and an apparatus.
  • the learning opportunities in the area-based learning are reduced, and the convergence in the operation area is improved. It aims to improve.
  • the method and apparatus for controlling the air-fuel ratio of an internal combustion engine basically comprises: an upstream side and a downstream side of a catalytic exhaust purification device provided in an exhaust system of an internal combustion engine.
  • First and second air-fuel ratio sensors whose output values change in response to the concentration of specific components in the exhaust gas that change according to the air-fuel ratio of the engine intake air-fuel mixture are provided.
  • a first air-fuel ratio correction amount is calculated based on the output value of the first air-fuel ratio sensor
  • a second air-fuel ratio correction amount is calculated based on the output value of the second air-fuel ratio sensor.
  • Air-fuel ratio correction amount The final air-fuel ratio correction amount is calculated based on this, and the air-fuel ratio of the engine intake air-fuel mixture is controlled.
  • the second air-fuel ratio correction amount is set as follows.
  • the learning correction amount for each area recorded for each of the plurality of operating regions is corrected and rewritten based on the output value of the second air-fuel ratio sensor, it is based on the average level of the learning correction amount for each area.
  • the stored value of the uniform learning correction amount used uniformly in the entire operation region by the correction amount is added and corrected and rewritten.
  • the correction amount is subtracted and corrected from the error correction amount for each area for each operating region, and the learning correction amount for each error is rewritten.
  • the second air-fuel ratio correction amount is set based on the learning correction amount for each area corresponding to the corresponding operation region and the uniform learning correction amount uniformly used for all operation regions.
  • the second air-fuel ratio correction amount based on the output value of the second air-fuel ratio sensor is calculated based on the area-specific learning correction amount applied to each area and the uniform learning used uniformly in all operation areas. If learning is set separately for the correction amount, learning and correction of the air-fuel ratio based on the output value of the second air-fuel ratio sensor will ensure uniform learning and promote the progress of learning. Learning accuracy can be maintained by separate learning.
  • the degree of learning progress is determined for each driving area in which the learning correction amount for each area is stored, and for the driving area where the learning progress degree is equal to or less than a predetermined value, the amount obtained by adding and correcting the uniform learning correction amount is used. It is preferable to prohibit the process of subtraction correction.
  • the number of times the output value of the second air-fuel ratio sensor has crossed the target air-fuel ratio equivalent value is calculated as It is preferable that the learning correction amount for each area is obtained for each driving area where the learning correction amount is stored, and the degree of learning progress is determined for each driving area based on the number of times of experience.
  • the optimum value for matching the air-fuel ratio detected by the second air-fuel ratio sensor to the target is used.
  • the air-fuel ratio correction amount has not been confirmed at all, and conversely, if the number of times of crossing the target air-fuel ratio equivalent value is large, the air-fuel ratio correction amount can be brought closer to the optimum level. Therefore, it is possible to determine the degree of learning progress for each driving area by using the above-mentioned experience count as it is to indicate the degree of learning progress.
  • sensors provided respectively on the upstream and downstream of the exhaust gas purifying catalyst, sensors whose output values change in response to the oxygen concentration in the exhaust gas can be used.
  • the second air-fuel ratio correction amount may be configured to be calculated as a value for correcting the control operation amount of the first air-fuel ratio correction amount.
  • the exhaust gas purification catalyst is a three-way catalyst, and the first air-fuel ratio correction amount and the first air-fuel ratio correction amount are adjusted so that the air-fuel ratio detected by the first air-fuel ratio sensor and the second air-fuel ratio sensor approaches the stoichiometric air-fuel ratio. It is possible to configure so that the air-fuel ratio correction amounts of 2 are calculated respectively. With this configuration, the conversion efficiency of oxidation and reduction in the three-way catalyst is kept at the best.
  • an average value of the learning correction amount for each area when the output value of the second air-fuel ratio sensor crosses a value corresponding to the target air-fuel ratio is obtained, and the uniform learning correction amount is corrected based on the average value. It is good to configure. Since the uniform learning correction amount is a correction amount used uniformly in all the operation regions, it should be given as an average value of the required correction levels in each operation region. Therefore, it is assumed that the learning correction amount for each area when the output value of the second air-fuel ratio sensor crosses a value corresponding to the target air-fuel ratio roughly indicates the optimum correction level in that region. The uniform learning correction amount is corrected based on the average value of the optimum correction level.
  • FIG. 1 is a block diagram showing a basic configuration of an air-fuel ratio control device according to the present invention.
  • FIG. 2 is a diagram showing a system configuration in one embodiment of the present invention.
  • FIG. 3 is a flowchart showing a fuel injection amount setting routine in the embodiment.
  • FIG. 4 is a flowchart showing an air-fuel ratio feedback correction coefficient setting routine in the embodiment.
  • Figs. 5 (A) and (B) are diagrams showing the operating regions of the uniform learning correction amount map and the area-specific learning correction amount map, respectively.
  • FIG. 6 and FIG. 7 are diagrams for explaining how the uniform learning correction value and the learning correction value for each area are updated.
  • FIG. 1 A schematic configuration of an air-fuel ratio control apparatus for an internal combustion engine according to the present invention is as shown in FIG. 1, and an embodiment of the air-fuel ratio learning control apparatus and method for such an internal combustion engine is shown in FIGS. 2 to 7. It is.
  • an intake passage 12 of an engine 11 has an air flow meter 13 for detecting an intake air flow rate Q and a throttle for controlling the intake air flow rate Q in conjunction with an accelerator pedal (not shown).
  • a valve 14 is provided.Each branch of the downstream intake manifold is provided with electromagnetic fuel injection for each cylinder. Valve 15 is provided.
  • the fuel injection valve 15 is driven to open by an injection pulse signal from a control unit 16 incorporating a microcomputer, is pressure-fed from a fuel pump (not shown), and is controlled to a predetermined pressure by a pressure regulator. The injected fuel is supplied.
  • a water temperature sensor 17 for detecting a cooling water temperature Tw in the cooling jacket of the engine 11 is provided.
  • the exhaust passage 18 is provided with a first air-fuel ratio sensor 19 for detecting the air-fuel ratio of the intake air-fuel mixture by detecting the oxygen concentration in the exhaust at the exhaust manifold collecting section, and the exhaust pipe on the downstream side thereof is provided.
  • the exhaust gas is provided with a three-way catalyst 20 as an exhaust gas purification catalyst for purifying exhaust gas by oxidizing C ⁇ and HC in the exhaust gas and reducing NO x, and further comprises a first empty space downstream of the three-way catalyst 20.
  • a second air-fuel ratio sensor 21 having the same function as the fuel ratio sensor is provided.
  • the first air-fuel ratio sensor 19 and the second air-fuel ratio sensor 21 are known oxygen concentration sensors whose output voltage changes in response to the oxygen concentration in the exhaust gas. By utilizing the sudden change in the oxygen concentration of the air, the rich / lean of the actual air-fuel ratio, which is the stoichiometric air-fuel ratio, can be detected.
  • a crank angle sensor 24 is built in the distribution unit (not shown in FIG. 2), and a crank unit angle signal output from the crank angle sensor 22 in synchronization with the engine rotation is counted for a certain period of time.
  • the engine speed N is detected by measuring the cycle of the crank reference angle signal.
  • the air-fuel ratio control by the control unit 16 will be described with reference to the flowcharts of FIGS.
  • the outline of the air-fuel ratio control of the present embodiment will be described.
  • the air-fuel ratio feedback correction coefficient ⁇ is proportionally integrated based on the output value of the first air-fuel ratio sensor 19
  • the control of the correction coefficient The manipulated variable (proportional component) is corrected based on the output value of the second air-fuel ratio sensor 21.
  • uniform learning that is used uniformly in all operation regions, and learning by region in each of the plurality of divided operation regions is performed. Is used together.
  • the functions of the uniform learning correction amount correction means, the second area-specific learning correction amount correction means, the air-fuel ratio correction amount calculation means based on the learning amount, the learning progress determination means, and the correction prohibition means are described in FIG.
  • the control unit 16 is provided as software, and the uniform learning correction amount storage means and the area-specific learning correction amount storage means are provided by the control unit 16. It is assumed that the RAM with the backup function built in is equivalent.
  • FIG. 3 shows a fuel injection amount setting routine, which is performed at predetermined intervals (for example, 10 ms).
  • Step 1 based on the intake air flow rate Q detected by the air flow meter 13 and the engine speed N calculated based on the signal from the crank angle sensor 24, the suction per unit rotation
  • the basic fuel injection amount Tp corresponding to the air amount is calculated by the following equation.
  • step 2 various correction coefficients C 0 EF are set based on the cooling water temperature detected by the water temperature sensor 17, and the like.
  • step 3 the air-fuel ratio feedback correction coefficient (final air-fuel ratio correction amount) set by the air-fuel ratio feedback correction coefficient setting routine described later is read.
  • step 4 a voltage correction amount Ts is set based on the battery voltage value. This is because of the change in the effective valve opening time of the fuel injector 15 due to battery voltage fluctuation. This is for correcting the change.
  • step 5 the final fuel injection amount (fuel supply amount) Ti is calculated according to the following equation.
  • the function of step 5 of setting the fuel injection amount Ti while correcting with the air-fuel ratio feedback correction coefficient as shown in the following equation corresponds to the air-fuel ratio control means.
  • T i T p x C O E F x ⁇ + T s
  • step 6 the calculated fuel injector Ti is set in an output register.
  • a drive pulse signal having a pulse width of the calculated fuel injection amount Ti is given to the fuel injection valve 15 to perform fuel injection.
  • step 11 the operating conditions for performing feedback control of the air-fuel ratio (the operating conditions for learning the uniform learning correction amount P H0SM and the learning correction amount for each area PHOSSx, which will be described later, match.
  • the engine steady operation is added to the control conditions. It is preferable to improve the accuracy by determining whether or not. If the above operating conditions are not satisfied, this routine ends. In this case, the feedback correction coefficient ⁇ is clamped to the value at the end of the previous feedback control or a fixed reference value, and the feedback control is stopped.
  • step 12 the signal voltage V 02 (output value) from the first air-fuel ratio sensor 19 and the signal voltage V ′ 0 2 (output value) from the second air-fuel ratio sensor 21 are input.
  • step 13 (in this example the stoichiometric air-fuel ratio) the first air signal voltage V 02 of the fuel ratio sensor 19 and the target air-fuel ratio input in step 12 is compared with the reference value S equivalent, Ritsuchi air-fuel ratio from the lean Or when reversing from rich to lean It is determined whether or not.
  • step 14 the process proceeds to step 14, and the uniform learning correction amount PH0SM for uniformly correcting the proportional correction amount PH0S of the air-fuel ratio feedback correction coefficient (air-fuel ratio correction amount) is uniformly corrected.
  • the area-based learning correction amount PHOSSx of the proportional component correction amount PH0S is also read out from the amount map (stored in the RAM of the microcomputer built in the control unit 16). From the area-based learning correction amount map (also stored in RAM), the area-based learning correction amount PHOSSx stored in the corresponding operating area is searched and found.
  • the uniform learning correction amount map stores one uniform learning correction amount PH0SM in the entire operation region where learning is performed, and the engine-specific learning correction amount map includes The learning correction amount PHOSSx for each area is recorded in each of the nine operating regions divided into three by the rotation speed N and the basic fuel injection amount Tp.
  • step 15 the second air-fuel ratio signal voltage V '02 and the target air-fuel ratio from the sensor 21 (the stoichiometric air-fuel ratio) is compared with the corresponding reference value SL, the air-fuel ratio from the lean or al-liter or Ritsuchi to lean Judgment is made as to whether or not the vehicle has been reversed (whether or not the vehicle has crossed the standard ⁇ SL equivalent to the target air-fuel ratio).
  • step 16 the process proceeds to step 16, and the value PHOSP that uses the area-based learning correction amount PHOSSx retrieved in step 14 this time. After that, the process proceeds to step 17, where the uniform learning correction amount PHOSM correction amount DPHOSP is calculated by the following equation.
  • PHOSP-! Is area-based learning correction amount PHOSSx when the output V '02 of the previous second air-fuel ratio sensor 21 has been inverted
  • M is a positive constant ( ⁇ 1) Ru der. That is, the correction amount DPHOSP is calculated every time the output of the second air-fuel ratio sensor 21 is inverted.
  • the area-based learning correction amount P HOSSx is set as a value corresponding to a predetermined ratio of the averaged value, and the uniform learning correction amount P H0SM sets the average level of the learning-based learning correction amount P HOSSx for all operating area variers. Make them learn.
  • step 18 the uniform learning correction amount PH0SM is corrected by the value obtained by adding the correction amount DPH0SP calculated in step 17 to the uniform learning correction amount PH0SM searched in step 14, and the corrected value is stored in the RAM. Update the uniform learning correction amount PH0 SM.
  • step 17.18 corresponds to uniform learning correction amount correcting means.
  • the count value CONTROx obtained by integrating the number of times of output reversal (the number of times of rich / lean reversal) of the second air-fuel ratio sensor 21 is compared with the predetermined value RC0NT for each operation region of the learning correction amount map for each area. Then, the learning progress degree is determined for each area. If the output of the second air-fuel ratio sensor 21 is inverted many times in the same area, the learning in that area progresses accordingly, and the air-fuel ratio correction amount required in the operation area is learned. Therefore, when the count value CONTROx is equal to or less than the predetermined value, it can be determined that the learning progress is slow in the area.
  • the predetermined value may be set, for example, from the average of the count values CONTROx for each operation region.
  • the inversion of the output means that the output V ′ 02 of the second air-fuel ratio sensor 21 has crossed the reference value SL corresponding to the stoichiometric air-fuel ratio, and the count value CONTROx is This indicates the number of times the air-fuel ratio has crossed the reference value SL.
  • step 19 it is determined that the count value CONTROx is equal to or greater than the predetermined value RCONT, and the learning correction amount P HOSSx for each operating region in which the degree of learning progress is high is corrected in step 20 by the uniform learning correction amount P H0SM.
  • the map is rewritten by subtracting and correcting the amount DPH0SP, but the count value CONTROx Is determined to be less than the predetermined value RCONT, and the correction rewriting of the area-based learning correction amount P HOSSx in step 20 is not executed in the operation region where the learning progress is low.
  • the uniform learning correction amount P H0SM when the uniform learning correction amount P H0SM is added and corrected, the correction amount as the uniform learning correction amount P H0SM + area-specific learning correction amount P HOSSx in the entire area increases by the rewriting correction amount DPH0SP. Therefore, the learning correction amount P HOSSx for each area needs to be subtracted and corrected by that amount.In this embodiment, however, learning is sufficiently advanced instead of subtracting and correcting the learning correction amount P HOSSx for each area for all areas. It is performed only in the operation area that is determined to be in operation.
  • the area that has not been subjected to the subtraction correction is set in the excessive correction direction, but the learning is not sufficiently advanced and the learning correction for each area is in the stage before converging to the required amount in the operation area.
  • the above-described setting of the excessive correction direction is set in a direction approaching the required amount, and the learning convergence in an area where learning opportunities are small and learning progresses slowly can be accelerated.
  • the steps 19 and 20 correspond to the learning progress determining means, the second area-specific learning correction amount correcting means, and the correction prohibiting means.
  • step 21 the area-based learning correction amount P HOSSx corresponding to the end of the current driving state error corrected in step 20 or kept at the previous map value is calculated in the next step 17. Therefore, it is set as P HOSP-i, and then the process proceeds to step 22.
  • step 15 If it is determined in step 15 that the second air-fuel ratio sensor 21 is not in the inverting state, the process jumps from step 16 to step 21 and proceeds to step 22.
  • step 22 determine Ritsuchi, the lean output V '02 of the second air-fuel ratio sensor 21 as compared to the target air-fuel ratio phase in question reference value SL with respect to the target of the actual air-fuel ratio Separate.
  • the learning correction amount P HOSSx for each error of the pertinent area is searched and read out, and is read out in the direction where the actual air-fuel ratio approaches the target air-fuel ratio based on the output of the second air-fuel ratio sensor 21.
  • the steps 22 and 23 correspond to the first error correction amount correcting means.
  • step 25 the area-based learning correction amount P HOSSx stored in the corresponding operation area of the error-based learning correction amount map is rewritten with the learning correction amount for each area P HOSSx corrected in step 23 or 24. Accordingly, the learning correction amount P HOSSx for each error is sequentially corrected in a direction in which the air-fuel ratio detected by the second air-fuel ratio sensor 21 approaches the target, and the map data is rewritten based on the correction result. It has become.
  • step 26 the uniform learning correction amount P HOSM updated as described above and the learning correction amount P HOSSx for each area are added, and the second air-fuel ratio based on the output value of the second air-fuel ratio sensor 21 is added.
  • the proportional correction amount P HOS corresponding to the second air-fuel ratio correction amount is used to correct the control operation amount in the first air-fuel ratio correction amount setting control based on the output value of the first air-fuel ratio sensor 19. This is the value used.
  • Step 26 corresponds to the air-fuel ratio correction amount calculating means based on the learning amount.
  • the routine proceeds to step 27, where rich / lean determination is performed by the first air-fuel ratio sensor 19, and when lean-rich is reversed, the routine proceeds to step 28, where the air-fuel ratio feedback correction coefficient ⁇ in the decreasing direction given when the rich is reversed for ⁇ setting is reversed.
  • the proportional component P R from the reference value P R0 is updated by the air-fuel ratio control correction amount PH0S reduced value. Then updated with the value obtained by subtracting the proportional part P R, the air-fuel ratio feedback correction coefficient from the current value in step 29.
  • step 30 the process proceeds to step 30, and the proportional amount in the increasing direction given when the air-fuel ratio feedback correction coefficient is set to the air reversal is set to the reference value P L 0 by the air-fuel ratio control correction amount P L0. Update with the value obtained by adding H0S.
  • step 31 the air-fuel ratio feedback correction coefficient is updated with a value obtained by adding the proportional component ⁇ ⁇ ⁇ to the current value.
  • step 13 If it is determined in step 13 that the output of the first air-fuel ratio sensor 19 is not at the time of inversion, the process proceeds to step 32, where rich / lean determination based on the output of the first air-fuel ratio sensor 19 is performed. If so, proceed to step 33 to update the air-fuel ratio feedback correction coefficient a with the value obtained by reducing the integral I ⁇ from the current value. If lean, proceed to step 34 to update with the value obtained by adding the integral.
  • the function of setting the air-fuel ratio feedback correction coefficient excluding the correction by steps 28 and 30 in the steps 27 to 34 is the first air-fuel ratio correction amount calculation by the first air-fuel ratio sensor 19. Steps 27 to 34 including step 28 and step 30 correspond to the air-fuel ratio correction amount calculating means.
  • the learning is advanced in the entire driving range where the learning is performed with the uniform learning correction amount P H0SM, and the output value of the second air-fuel ratio sensor 21 is adjusted to the reference value (target air-fuel ratio equivalent value).
  • the convergence can be promoted, and the learning correction amount P H0SS x for each area enables high-precision learning corresponding to the different correction requests for each operation area.
  • the second air-fuel ratio sensor 21 controls the air-fuel ratio learning control. Progress Both line promotion and improvement of learning accuracy are compatible.
  • FIGS. 6 and 7 show how the uniform learning correction amount P H0SM and the area-specific learning correction amount P HOSSx are updated, respectively.
  • the proportion of the air-fuel ratio feedback correction coefficient is calculated based on the detection value of the second air-fuel ratio sensor.
  • the air-fuel ratio feedback correction coefficient obtained by combining the two values with the air-fuel ratio feedback correction coefficient set by correcting the integral component instead of the proportional component It may be used for correcting the injection amount.
  • the reference value SL for rich / lean judgment based on the output value of the first air-fuel ratio sensor 19 and the output value of the first air-fuel ratio sensor 19 The delay time for setting the air-fuel ratio feedback correction coefficient LMD based on the above is also applicable to the correction of the delay time by the detection of the second air-fuel ratio sensor 21.
  • the control accuracy to the target air-fuel ratio deteriorates. Since it can be self-corrected and the accuracy and convergence of such self-correction can be obtained at a high level, it is most suitable for air-fuel ratio control of an electronically controlled fuel injection gasoline internal combustion engine. It is extremely effective in raising.

Abstract

L'invention se rapporte à un système de régulation du rapport air/carburant, qui comprend des capteurs de rapport air/carburant placés le long d'un catalyseur à trois voies, afin d'effectuer une régulation en réaction du rapport air/carburant. Dans ce système, en régulant un coefficient de correction en réaction du rapport air/carburant sur la base d'une valeur de sortie provenant du capteur de rapport air/carburant du côté amont, une valeur opérationnelle de régulation est corrigée sur la base d'une valeur de sortie du capteur de rapport air/carburant du côté amont. Puis, la valeur de correction basée sur le résultat de sortie provenant du capteur de rapport air/carburant du côté aval est calculée à partir d'une valeur de correction d'apprentissage uniforme, qui est utilisée uniformément dans toutes les régions opérationnelles, et à partir d'une valeur de correction d'apprentissage zone par zone, qui est spécifique à chacune des régions opérationnelles séparées. Ensuite, lorsque la valeur de correction d'apprentissage uniforme est ajoutée en vue de la correction, une opération visant à soustraire, pour la correction, de la valeur de correction d'apprentissage zone par zone la valeur corrigée est effectuée uniquement dans une région où l'apprentissage progresse au-delà d'une valeur prédéterminée parmi les régions opérationnelles respectives dans lesquelles sont stockées les valeurs de correction d'apprentissage zone par zone. Grâce à un tel agencement, la stimulation de la progression de la régulation d'apprentissage du rapport air/carburant par le capteur de rapport air/carburant du côté aval est compatible avec une amélioration de la précision du processus d'apprentissage et, en outre, la progression du processus d'apprentissage peut être stimulée dans la région où les chances d'apprentissage sont faibles et où un processus d'apprentissage dans des régions opérationnelles séparées est requis.
PCT/JP1991/000650 1990-05-16 1991-05-16 Procede et systeme pour reguler le rapport air/carburant dans des moteurs a combustion interne WO1993017232A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US07/784,395 US5193339A (en) 1990-05-16 1991-05-16 Method of and an apparatus for controlling the air-fuel ratio of an internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2/124184 1990-05-16
JP2124184A JP2757064B2 (ja) 1990-05-16 1990-05-16 内燃機関の空燃比制御装置

Publications (1)

Publication Number Publication Date
WO1993017232A1 true WO1993017232A1 (fr) 1993-09-02

Family

ID=14879062

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP1991/000650 WO1993017232A1 (fr) 1990-05-16 1991-05-16 Procede et systeme pour reguler le rapport air/carburant dans des moteurs a combustion interne

Country Status (2)

Country Link
JP (1) JP2757064B2 (fr)
WO (1) WO1993017232A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5337557A (en) * 1992-02-29 1994-08-16 Suzuki Motor Corporation Air-fuel ratio control device for internal combustion engine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6397851A (ja) * 1986-10-13 1988-04-28 Toyota Motor Corp 内燃機関の空燃比制御装置
JPS63179155A (ja) * 1987-01-21 1988-07-23 Japan Electronic Control Syst Co Ltd 内燃機関の空燃比の学習制御装置
JPH01285635A (ja) * 1988-05-09 1989-11-16 Toyota Motor Corp 内燃機関の空燃比制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6397851A (ja) * 1986-10-13 1988-04-28 Toyota Motor Corp 内燃機関の空燃比制御装置
JPS63179155A (ja) * 1987-01-21 1988-07-23 Japan Electronic Control Syst Co Ltd 内燃機関の空燃比の学習制御装置
JPH01285635A (ja) * 1988-05-09 1989-11-16 Toyota Motor Corp 内燃機関の空燃比制御装置

Also Published As

Publication number Publication date
JP2757064B2 (ja) 1998-05-25
JPH0422726A (ja) 1992-01-27

Similar Documents

Publication Publication Date Title
US5193339A (en) Method of and an apparatus for controlling the air-fuel ratio of an internal combustion engine
JP2917173B2 (ja) 内燃機関の空燃比制御装置
JPH0833127B2 (ja) 内燃機関の空燃比制御装置
JPH07229439A (ja) 内燃機関の空燃比制御装置
JPH03134241A (ja) 内燃機関の空燃比制御装置
JP3203440B2 (ja) 内燃機関の空燃比フィードバック制御装置
JPH09310636A (ja) 内燃機関の空燃比制御装置
JP3596011B2 (ja) 内燃機関の空燃比制御装置
WO1993017232A1 (fr) Procede et systeme pour reguler le rapport air/carburant dans des moteurs a combustion interne
JPH041439A (ja) 内燃機関の空燃比制御装置
JP2757065B2 (ja) 内燃機関の空燃比制御装置
JP2757062B2 (ja) 内燃機関の空燃比制御装置
JP2759545B2 (ja) 内燃機関の空燃比制御装置
JPH0833133B2 (ja) 内燃機関の空燃比制御装置
JP3446421B2 (ja) エンジンの空燃比制御装置
JPH04112939A (ja) 内燃機関の空燃比制御装置
JPS62107251A (ja) 内燃機関の空燃比の学習制御装置
JPS603443A (ja) 内燃エンジンの空燃比制御方法
JPH0423099B2 (fr)
JPS61190141A (ja) 内燃機関の学習制御装置
JPS61190140A (ja) 内燃機関の空燃比の学習制御装置
JPS62101862A (ja) 電子制御燃料噴射式内燃機関における空燃比の学習制御装置
JPH0544540A (ja) 内燃機関の空燃比学習制御装置
JPS62218636A (ja) 内燃機関の空燃比の学習制御装置
JPS61152940A (ja) 電子制御燃料噴射式内燃機関の空燃比制御装置

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): US