Air-Fuel Ratio Control Method for Internal Combustion Engines

The present invention relates to a method of feedback-controlling the air-fuel ratio of an internal combustion engine, and more particularly, it relates to a method of this kind wherein the air-fuel mixture supplied to the engine is feedback-controlled in response to the output of an exhaust gas ingredient concentration sensor having output characteristics in approximate proportion to the exhaust gas ingredient concentration.

Among methods of feedback-controlling the air-fuel ratio of an air-fuel mixture supplied to an internal combustion engine (referred to hereinafter as "supply air-fuel ratio") in response to the output of an exhaust gas ingredient concentration sensor having output characteristics proportional to the exhaust gas ingredient concentration, there is one proposed e.g. by Japanese Provisional Patent Publication (Kokai) No. 59-208141, in which a desired air-fuel ratio coefficient representing a desired air-fuel ratio of the feedback control is set in response to operating conditions of the engine, and an air-fuel ratio correction coefficient is calculated according to the set desired air-fuel ratio coefficient and output from the exhaust gas ingredient concentration sensor, in order to determine an amount of fuel to be supplied to the engine by multiplying a basic value of the amount of fuel to be supplied to the engine by these coefficients.

In general, when fuel is actually supplied to the engine, it has cooling effects, so that the charging efficiency is enhanced to thereby increase the weight of intake air. The above proposed method does not take the cooling effects of actually-supplied fuel into consideration, and therefore it suffers from a problem that the air-fuel ratio of a mixture drawn into a combustion chamber is deviated in a leaning direction from a desired value due to the cooling effects of the supplied fuel, which makes it impossible to obtain a desired supply air-fuel ratio.

It is therefore the object of the invention to provide an air-fuel ratio control method for an internal combustion engine, which is capable of causing the supply air-fuel ratio to be accurately equal to a desired air-fuel ratio by taking into consideration the influence on the supply air-fuel ratio of cooling effects of fuel actually supplied to the engine.

To attain the above object, the present invention provides an air-fuel ratio control method for an internal combustion engine having an exhaust passage, and an exhaust gas ingredient concentration sensor arranged in the exhaust passage for sensing the concentration of an ingredient in exhaust gases from the engine, wherein an amount of fuel to be supplied to the engine is calculated in response to operating conditions of the engine and output from the exhaust gas ingredient concentration sensor, to thereby feedback-control the air-fuel ratio of a mixture supplied to the engine to a desired air-fuel ratio.

The method according to the invention is characterized by comprising the steps of:

(1) calculating a fuel cooling correction value for compensating for a change in an actual air-fuel ratio caused by cooling effects of actually-injected fuel, according to at least one parameter which can determine the amount of fuel to be supplied to the engine; and

(2) calculating the amount of fuel to be supplied to the engine by the use of the fuel cooling correction value.

In a preferred form of the invention, there is provided an air-fuel ratio control method for an internal combustion engine having an exhaust passage, and an exhaust gas ingredient concentration sensor arranged in the exhaust passage, the sensor having output characteristics in approximate proportion to the concentration of an ingredient in exhaust gases from the engine, wherein an amount of fuel to be supplied to the engine is calculated, by the use of a desired air-fuel coefficient which is set in response to operating conditions of the engine and represents a desired air-fuel ratio and an air-fuel ratio correction coefficient set according to output from the exhaust gas ingredient concentration sensor and the desired air-fuel ratio coefficient, to thereby feedback-control the air-fuel ratio of a mixture supplied to the engine to the desired air-fuel ratio.

The method according to the preferred form of the invention is characterized by comprising the steps of:

(1) calculating a fuel cooling correction coefficient for compensating for a change in an actual air-fuel ratio caused by cooling effects of actually-injected fuel, according to the set value of the desired air-fuel ratio coefficient; and

(2) calculating the amount of fuel to be supplied to the engine by correcting the desired air-fuel ratio coefficient by the use of the fuel cooling correction coefficient.

Preferably, the fuel cooling correction coefficient is set such that when the set value of the desired air-fuel ratio coefficient changes in such a direction as to increase the amount of fuel to be supplied to the engine, the fuel cooling correction coefficient has a value further increasing the amount of fuel to be supplied to the engine.

The above and other objects, features and advantages of the invention will become more apparent from the ensuing detailed description taken in conjunction with the accompanying drawings.

FIG. 1 is a block diagram illustrating the whole arrangement of a fuel supply control system for carrying out the control method of the invention;

FIG. 2a-b is a flowchart of a program for calculating a desired air-fuel ratio coefficient (KCMD) and a modified desired air-fuel ratio coefficient (KCMDM); and

FIG. 3 is a diagram showing a table for calculating a fuel cooling correction coefficient (KETV).

The method according to the invention will now be described in detail with reference to the drawings showing an embodiment thereof.

Referring first to FIG. 1, there is shown the whole arrangement of a fuel supply control system which is adapted to carry out the control method of this invention. In the figure, reference numeral 1 designates a DOHC straight type four cylinder engine, each cylinder being provided with a pair of intake valves and a pair of exhaust valves, not shown. This engine 1 is arranged such that the operating characteristics of the intake valves and exhaust valves (more specifically, the valve opening period and the lift (generically referred to hereinafter as "valve timing")) permit selection between a high speed valve timing adapted to a high engine speed region and a low speed valve timing adapted to a low engine speed region.

In an intake pipe 2 of the engine 1, there is arranged a throttle body 3 accommodating a throttle body 3' therein. A throttle valve opening (.theta.TH) sensor 4 is connected to the throttle valve 3' for generating an electric signal indicative of the sensed throttle valve opening and supplying same to an electronic control unit (hereinafter referred to as "the ECU") 5.

Fuel injection valves 6 are each provided for each cylinder and arranged in the intake pipe between the engine 1 and the throttle valve 3, and at a location slightly upstream of an intake valve, not shown. The fuel injection valves 6 are connected to a fuel pump, not shown, and electrically connected to the ECU 5 to have their valve opening periods controlled by signals therefrom.

An electromagnetic valve 21 is connected to the output side of the ECU 5 to selectively control the aforementioned valve timing, the opening and closing of this electromagnetic valve 21 being controlled by the ECU 5. The valve 21 selects either high or low hydraulic pressure applied to a valve timing selection mechanism, not shown. Corresponding to this high or low hydraulic pressure, the valve timing is thereby adjusted to either a high speed valve timing or a low speed valve timing. The hydraulic pressure applied to this selection mechanism is detected by a hydraulic pressure (oil pressure) (POIL) sensor 20 which supplies a signal indicative of the sensed hydraulic pressure to the ECU 5.

Further, an intake pipe absolute pressure (PBA) sensor 8 is provided in communication with the interior of the intake pipe 2 via a conduit 7 at a location immediately downstream of the throttle valve 3' for supplying an electric signal indicative of the sensed absolute pressure to the ECU 5. An intake temperature (TA) sensor 9 is inserted into the intake pipe 2 at a location downstream of the intake pipe absolute pressure sensor 8 for supplying an electric signal indicative of the sensed intake temperature TA to the ECU 5.

An engine coolant temperature (TW) sensor 10, which may be formed of a thermistor or the like, is mounted in the cylinder block of the engine 1 for supplying an electric signal indicative of the sensed engine coolant temperature TW to the ECU 5. An engine rotational speed (NE) sensor 11 and a cylinder-discriminating (CYL) sensor 12 are arranged in facing relation to a camshaft or a crankshaft of the engine 1, neither of which is shown. The engine rotational speed sensor 11 generates a pulse as a TDC signal pulse at each of predetermined crank angles whenever the crankshaft rotates through 180 degrees, while the cylinder-discriminating sensor 12 generates a pulse at a predetermined crank angle of a particular cylinder of the engine, both of the pulses being supplied to the ECU 5.

A three-way catalyst 14 is arranged within an exhaust pipe 13 connected to the cylinder block of the engine 1 for purifying noxious components such as HC, CO and NO.sub.X. An O.sub.2 sensor 15 as an exhaust gas ingredient concentration sensor (referred to hereinafter as an "LAF sensor") is mounted in the exhaust pipe 13 at a location upstream of the three-way catalyst 14, for supplying an electric signal having a level approximately proportional to the oxygen concentration in the exhaust gases to the ECU 5.

Further electrically connected to the ECU 5 are an atmospheric pressure (PA) sensor 16, a vehicle speed (VSP) sensor 17, a clutch sensor 18 for detecting when the clutch is engaged and disengaged, and a gear position sensor 19 for detecting the shift position of a transmission, not shown. The signals from all these sensors are supplied to the ECU 5.

The ECU 5 comprises an input circuit 5a having the functions of shaping the waveforms of input signals from various sensors, shifting the voltage levels of sensor output signals to a predetermined level, converting analog signals from analog-output sensors to digital signals, and so forth, a central processing unit (hereinafter referred to as "the CPU") 5b, memory means 5c storing various operational programs which are executed in the CPU 5b and for storing results of calculations therefrom, etc., and an output circuit 5d which outputs driving signals to the fuel injection valves 6 and the electromagnetic valve 21.

The CPU 5b operates in response to the above-mentioned signals from the sensors to determine operating conditions in which the engine 1 is operating such as an air-fuel ratio feedback control region and open-loop control regions, and calculates, based upon the determined operating conditions, the valve opening period or fuel injection period T.sub.OUT over which the fuel injection valves 6 are to be opened by the use of the following equation (1) in synchronism with inputting of TDC signal pulses to the ECU 5:

where Ti represents a basic fuel amount, more specifically a basic fuel injection period which is determined according to the engine rotational speed NE and the intake pipe absolute pressure PBA. The value of Ti is determined by a Ti map stored in the memory means 5c.

KCMDM is a modified desired air-fuel ratio coefficient which is set by means of a program shown in FIG. 2, described hereinafter, according to engine operating conditions, and calculated by multiplying a desired air-fuel ratio coefficient KCMD representing a desired air-fuel ratio by a fuel cooling correction coefficient KETV. The correction coefficient KETV is intended to apply a prior correction to the fuel injection amount in view of the fact that the supply air-fuel ratio varies due to the cooling effect produced when fuel is actually injected, and its value is set according to the value of the desired air-fuel ratio coefficient KCMD. Further, as will be clear from the aforementioned equation (1), the fuel injection period T.sub.OUT increases if the desired fuel-air injection ratio coefficient KCMD increases, so that the values of KCMD and KCMDM will be in direct proportion to the reciprocal of the air-fuel ratio A/F.

KLAF is an air-fuel ratio correction coefficient which is set such that the air-fuel ratio detected by the LAF sensor 15 during feedback control coincides with the desired air-fuel ratio, and is set to predetermined values depending on engine operating conditions during open-loop control.

K.sub.1 and K.sub.2 are other correction coefficients and correction variables, respectively, which are calculated based on various engine parameter signals to such values as to optimize characteristics of the engine such as fuel consumption and accelerability depending on engine operating conditions.

The CPU 5b outputs a valve timing selection command signal depending on engine operating conditions, which causes opening and closing of the electromagnetic valve 21.

The CPU 5b performs calculations as described hereintofore, and supplies the fuel injection valves 6 and electromagnetic valve 21 with driving signals based on the calculation results through the output circuit 5d.

FIG. 2 shows a flowchart of a program which calculates the desired air-fuel ratio coefficient KCMD and modified air-fuel ratio coefficient KCMDM. This program is carried out in synchronism with inputting of each TDC signal pulse to the ECU 5.

At a step S11, the calculation value KCMD.sub.N-1 of the desired air-fuel ratio coefficient KCMD in the immediately preceding loop is stored in the memory means 5c. The memory means 5c can store for example 15 values of KCMD, so that the results of calculating KCMD in a maximum of up to 15 preceding loops can be read and used. At a step S12, it is determined whether or not the engine is in shift change mode, (i.e. whether or not the transmission is being shifted). This determination depends on the output signal from the clutch sensor 18 detecting whether or not the clutch is engaged. If the answer to the question of the step S12 is affirmative (YES), i.e. if the engine is in the shift change mode, an after-shift change timer tmKBS for measuring the time period elapsed after termination of shift change, is set to a predetermined after-shift change period tmDLYBS (e.g. 500 milliseconds) and the timer is started (step S13). Further, an F/C timer tmAFC for measuring the fuel cut period is set to a predetermined F/C period tmAFCDLY (300 milliseconds), and the timer is started (step S17). Then the value of KCMD in the present loop, i.e. KCMD.sub.N, is set to a value assumed in the immediately preceding loop, KCMD.sub.N-1 (step S22), and the program proceeds to a step S34.

If the answer to the question of the step S12 is negative (NO), i.e. if the engine is not in the shift change mode, it is determined whether or not the count value of the after-shift change timer tmKBS is equal to 0 (step S14). If the answer to this question is affirmative (YES), i.e. if the predetermined time period tmDLYBS has elapsed after termination of shift change, the program proceeds immediately to a step S18. If the answer to this question is negative (NO), i.e. if the predetermined time period tmDLYBS has not elapsed after termination of shift change, it is determined whether or not the valve timing has been changed (step S15). If the answer to the question of the step S15 is negative (NO), the program proceeds to the step S17, while if the answer is affirmative (YES), the after-shift change timer tmKBS is set equal to 0 and the program proceeds to the step S18.

In this manner, the desired air-fuel ratio coefficient KCMD is held at a value assumed in the immediately preceding loop during shift change and before the predetermined time period tmDLYBS elapses after termination of shift change. However, even on these occasions, if the valve timing has been changed, the program proceeds immediately to the step S18. The desired air-fuel ratio therefore is prevented from largely fluctuating due to a change in the engine operating condition during shift change or immediately after shift change, and hence deviation of the supply air-fuel ratio from the desired value is prevented. Further, in this embodiment, when high speed valve timing has been selected, KCMD is not set to a leaner value than the stoichiometric air-fuel ratio (A/F=14.7) (inhibition of so-called "lean burn"), though this is not shown. However, there is the possibility that "lean burn" is carried out when high speed valve timing is selected if KCMD is continuously held at a value thereof in the immediately preceding loop when the valve timing has been changed. To eliminate such possibility, therefore, the holding of KCMD at a value in the immediately preceding loop is immediately terminated if the valve timing is changed.

At a step S18, it is determined whether or not the engine is in fuel cut mode. If the answer to this question is affirmative (YES), a TDC counter NFB is set to a predetermined value NTDCX (e.g. 6) (step S19), and it is determined whether or not the count value of the F/C timer tmAFC is equal to 0 (step S20). The TDC counter NFB is provided to adjust the gain of the air-fuel ratio feedback control according to the number of TDC signal pulses after termination of fuel cut. If the answer to the question of the step S20 is negative (NO), i.e. if the fuel cut period is less than the predetermined time period tmAFCDLY, the program proceeds to the step S22, where KCMD is held at a value thereof in the immediately preceding loop. If the answer to the question of the step S20 is affirmative (YES), i.e. if the fuel cut period is equal to or longer than the predetermined time period tmAFCDLY, KCMD is set to a predetermined value KCMDFC which approximately corresponds to the stoichiometric air-fuel ratio (A/F=14.7), and the program proceeds to a step S33.

As noted above, if the fuel cut period is short (less than tmAFCDLY), KCMD is held at a value assumed in the immediately preceding loop, while if the fuel cut period is longer than tmAFCDLY, KCMD is set to the predetermined value KCMDFC which approximately corresponds to the stoichiometric air-fuel ratio. The supply air-fuel ratio immediately after termination of fuel cut is thus suitably controlled. In other words, if the fuel cut period is short, the engine operating condition shows very little change, and the desired supply air-fuel ratio can rapidly be reached by starting feedback control from the value immediately preceding the fuel cut. On the other hand, if the fuel cut period is long, KCMD is set to an essentially central value, and therefore the desired air-fuel ratio can rapidly be reached, irrespective of whether the value of KCMD which depends on the engine operating condition after termination of fuel cut is on the lean or the rich side.

If the answer to the question of the step S18 is negative (NO), i.e. if the engine is not in the fuel cut mode, an equivalent ratio KACT.sub.N-1 representing the detected air-fuel ratio (referred to hereinafter as "detected air-fuel ratio") in the immediately preceding is calculated from the output of the LAF sensor 15 obtained in the immediately preceding loop. Then, it is determined whether or not the absolute value of the difference between the value of KCMD in the immediately preceding loop, i.e. KCMD.sub.N-1, and the value of this equivalent ratio in the preceding loop, KACT.sub.N-1, is less than a predetermined value DKAFC (e.g. corresponding to 0.8 in terms of A/F) (step S23). If the answer to this question is affirmative (YES), i.e. if the aforementioned difference is less than the predetermined value DKAFC, the TDC counter NFB is reset equal to 0 (step S25). If on the other hand the answer to this question is negative (NO), the count value of the counter NFB is decremented by 1 (step S24), and the program proceeds to a step S26.

At the steps S23-S25, as described above, if the difference between the desired air-fuel ratio coefficient KCMD and the detected air-fuel ratio KACT is large (higher than DKAFC) immediately after termination of fuel cut, the count value of the TDC counter NFB is higher than 1. As a result, by another routine, the gain of the air-fuel ratio feedback control is set to a value larger than when the air-fuel ratio feedback control gain is NFB=0.

At the step S26, the aforementioned F/C timer tmAFC is set to the predetermined time period tmAFCDLY, and the timer is started. Then, a reference value KBSM of the desired air-fuel ratio coefficient is calculated (step S27), a high load desired value KWOT which is applied when the engine is in a predetermined high load operating region is calculated (step S28), and the program proceeds to a step S29.

At the step S27, the reference value KBSM is normally read from KBSM maps set according to the engine rotational speed NE and the absolute pressure PBA in the intake pipe. However, when the engine coolant temperature TW is low, KBSM is read from a KTWLAF map set according to the engine coolant temperature TW and the absolute pressure PBA in the intake pipe. The KBSM maps comprise a map for high speed valve timing which is used when high speed valve timing is selected, and a map for low speed valve timing which is used when low speed valve timing is selected.

At the step S28, the high load desired value KWOT is read from KWOT maps set according to the engine speed NE and the absolute pressure PBA in the intake pipe. The KWOT maps also comprise a map for high speed valve timing and a map for low speed valve timing.

At the step S29, it is determined whether or not a flag FWOT, which is set to 1 when the engine is in the predetermined high load operating region, is equal to 1. If the answer to this question is negative (NO), i.e. if the engine is not in the predetermined high load operating region, the reference value KBSM calculated in the step S27 is taken as the value of the desired air-fuel ratio coefficient in the present loop, KCMD.sub.N, at a step S32, and the program proceeds to a step S33. If the answer to the question of the step S29 is affirmative (YES), i.e. if the engine is in the predetermined high load operating region, it is determined whether or not the high load desired value KWOT is higher than the reference value KBSM (step S30). If the answer to this question is negative (NO), i.e. if KWOT<KBSM, the program proceeds to the step S32, while if the answer is affirmative (YES), i.e. if KWOT.gtoreq.KBSM, KCMD.sub.N is set equal to KWOT and the program proceeds to the step S33.

In this manner, the desired air-fuel ratio coefficient KCMD.sub.N is set to the reference value KBSM when the engine is operating in a region different from the predetermined high load operating region, and is set to the larger one of the reference value KBSM and the high load desired value KWOT, when the engine is operating in the predetermined high load operating region.

At the step S33, limit processing of KCMD is carried out. This limit processing is intended to prevent the difference between the value of KCMD in the immediately preceding loop and the value of KCMD in the present loop from exceeding an upper limit set according to engine operating conditions, to prevent the value of KCMD from changing abruptly. However, if the value of KCMD is leaner than the stoichiometric air-fuel ratio, it is immediately increased to a value corresponding to the stoichiometric air-fuel ratio when for example the accelerator pedal is rapidly depressed.

After KCMD limit processing, at a step S34, the fuel cooling correction coefficient KETV is read from a KETV table according to the value of KCMD, and by multiplying with the value of KCMD, the modified desired air-fuel ratio coefficient KCMDM is calculated (step S35). As shown in FIG. 3, in the KETV table, ten predetermined values KETV1 to KETV10 of the coefficient KETV are set corresponding to ten predetermined values KCETV1 to KCETV10 of the coefficient KCMD. The coefficient KETV is calculated by interpolation when the coefficient KCMD assumes a value other than the ten predetermined values. The KETV table is set, for example, in such a manner that when the coefficient KCMD assumes a value corresponding to an air-fuel ratio A/F of 12.5, 14.7, or 22, the coefficient KETV assumes a value of 1.02, 1.00, or 0.98, respectively. Since the coefficient KCMD is proportional to the reciprocal of the air-fuel ratio A/F, the KETV table is set such that as the coefficient KCMD increases, the coefficient KETV increases, as shown in FIG. 3.

By calculating the fuel injection period T.sub.OUT according to the equation (1), by the use of the modified desired air-fuel ratio coefficient KCMDM modified by the fuel cooling correction coefficient KETV which is set in the above described manner, it is possible to cause the supply air-fuel ratio to be accurately equal to the desired air-fuel ratio. More specifically, although the charging efficiency is enhanced due to cooling effects of actually-injected fuel, so that an amount of intake air increases to thereby deviate the air-fuel ratio of a mixture drawn into a combustion chamber in a leaning direction, a desired supply air-fuel ratio can be obtained according to the present invention since an amount of fuel is injected, which is calculated by the use of the correction coefficient KETV to take into account the deviation of the air-fuel ratio.

At a step S36, a limit check is performed on the value of KCMDM, and the program is terminated. In this limit check, it is determined whether or not the value of KCMDM is within a range defined by predetermined upper and lower limits. If it is outside this range, the value of KCMDM is set to either the upper limit or the lower limit.

After executing this program, the air-fuel ratio correction coefficient KLAF is calculated such that the desired air-fuel ratio coefficient KCMD.sub.N-P calculated P loops previously, coincides with the value KACT.sub.N of the detected air-fuel ratio in the present loop, under engine operating conditions which permit execution of air-fuel ratio feedback control.