JPH0514099B2 - - Google Patents
Info
- Publication number
- JPH0514099B2 JPH0514099B2 JP20508483A JP20508483A JPH0514099B2 JP H0514099 B2 JPH0514099 B2 JP H0514099B2 JP 20508483 A JP20508483 A JP 20508483A JP 20508483 A JP20508483 A JP 20508483A JP H0514099 B2 JPH0514099 B2 JP H0514099B2
- Authority
- JP
- Japan
- Prior art keywords
- air
- temperature
- fuel ratio
- engine
- fuel
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 58
- 238000012937 correction Methods 0.000 claims description 22
- 239000000498 cooling water Substances 0.000 claims description 18
- 238000001514 detection method Methods 0.000 claims description 16
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 15
- 239000001301 oxygen Substances 0.000 claims description 15
- 229910052760 oxygen Inorganic materials 0.000 claims description 15
- 230000007423 decrease Effects 0.000 claims description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 7
- 239000007789 gas Substances 0.000 claims description 6
- 230000007613 environmental effect Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 4
- 239000007858 starting material Substances 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
- F02M7/12—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves
- F02M7/18—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves with means for controlling cross-sectional area of fuel-metering orifice
- F02M7/20—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves with means for controlling cross-sectional area of fuel-metering orifice operated automatically, e.g. dependent on altitude
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Means For Warming Up And Starting Carburetors (AREA)
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【発明の詳細な説明】
（技術分野）
本発明は、空燃比制御装置、特に、高温時の運
転性及び始動性の向上を図つた電子制御式気化器
を使用した空燃比制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Technical Field) The present invention relates to an air-fuel ratio control device, and more particularly to an air-fuel ratio control device using an electronically controlled carburetor that improves driveability and startability at high temperatures.
（従来技術）
従来の電子制御式気化器を使用した空燃比制御
装置（特開昭52−129841号公報参照）は、一般
に、機関の吸気路に配設された気化器のソレノイ
ドバルブを作動させてエアブリードの単位時間当
りの通路面積を変化させることにより混合比を制
御しており、その空燃比制御は、機関の排気中の
酸素濃度を検出する酸素センサの出力により機関
空燃比を判定することにより、空燃比が理論空燃
比となるようにフイードバツク制御している。そ
して、冷却水温度を検出し、冷却水温が低温のと
きには空燃比をリツチに補正して低温時の運転性
の向上を図つている。(Prior art) A conventional air-fuel ratio control device using an electronically controlled carburetor (see Japanese Patent Application Laid-Open No. 129841/1984) generally operates a solenoid valve of a carburetor installed in the intake passage of an engine. The mixture ratio is controlled by changing the air bleed passage area per unit time, and the air-fuel ratio is determined by the output of an oxygen sensor that detects the oxygen concentration in the engine exhaust gas. By doing so, feedback control is performed so that the air-fuel ratio becomes the stoichiometric air-fuel ratio. The cooling water temperature is detected, and when the cooling water temperature is low, the air-fuel ratio is richly corrected to improve drivability at low temperatures.
しかしながら、このような従来の空燃比制御装
置にあつては、冷却水温が低温のときのみ空燃比
をリツチに補正する構成となつていたため、熱帯
地域や夏季等の非常に高温となる環境条件下にお
いては、燃料温度が高くなり、燃料の粘性の低下
やペーパーの発生による燃圧の上昇が発生し、空
燃比が過濃となる。その結果、機関の始動性が悪
化し、またアイドリング時の運転性が悪化すると
いう問題点があつた。 However, such conventional air-fuel ratio control devices are configured to make rich corrections to the air-fuel ratio only when the cooling water temperature is low, so they cannot be used under extremely high-temperature environmental conditions such as in tropical regions or in the summer. In this case, the fuel temperature increases, the viscosity of the fuel decreases, the fuel pressure increases due to the generation of paper, and the air-fuel ratio becomes excessively rich. As a result, there were problems in that the startability of the engine deteriorated and the drivability during idling also deteriorated.
（発明の目的）
そこで、本発明は、電子制御式気化器を使用し
た空燃比制御装置において、吸気温度と冷却水温
度を検出し、機関始動時およびアイドリング時、
吸気温度が所定値以上で、かつ、冷却水温度が所
定値以上のときには、燃料供給量を稀薄空燃比と
なる所定値に設定することにより、高温環境条件
下においても適切な空燃比となるように制御し、
機関の始動性や運転性を向上させることを目的と
している。(Objective of the Invention) Therefore, the present invention detects intake air temperature and cooling water temperature in an air-fuel ratio control device using an electronically controlled carburetor, and detects intake air temperature and cooling water temperature during engine starting and idling.
When the intake air temperature is above a predetermined value and the cooling water temperature is above a predetermined value, the fuel supply amount is set to a predetermined value that provides a lean air-fuel ratio, so that an appropriate air-fuel ratio can be achieved even under high-temperature environmental conditions. control to,
The purpose is to improve engine startability and drivability.
（発明の構成）
本発明の空燃比制御装置は、その全体構成図を
第１図に示すように、機関の排気中の酸素濃度を
検出する酸素センサ１１と、酸素センサ１１の出
力に基づいて空燃比が目標空燃比となるように燃
料の補正量を演算し、補正量信号を出力する補正
量演算手段２１と、吸気量に対応した燃料を機関
に供給するとともに補正量信号に応じてその燃料
量を増量あるいは減量する電子制御式気化器４
と、を備えた空燃比制御装置において、機関の冷
却水温度を検出する水温検出手段１０と、吸気温
度を検出する吸気温検出手段８と、機関の始動状
態を検出する始動検出手段２２と、機関のアイド
リング状態を検出するアイドリング検出手段１６
と、を設け、機関始動時およびアイドリング時、
冷却水温度が所定温度以上で、かつ、吸気温度が
所定温度以上のとき、前記補正量演算手段が空燃
比を希薄空燃比とする所定量に補正量を設定する
ことにより、高温となる環境条件下においても、
機関始動時およびアイドリング時に適切な空燃比
に制御するものである。(Structure of the Invention) As shown in FIG. 1, the air-fuel ratio control device of the present invention includes an oxygen sensor 11 that detects the oxygen concentration in the exhaust gas of an engine, and a A correction amount calculation means 21 that calculates a correction amount of fuel so that the air-fuel ratio becomes a target air-fuel ratio and outputs a correction amount signal; Electronically controlled carburetor 4 that increases or decreases the amount of fuel
An air-fuel ratio control device comprising: water temperature detection means 10 for detecting the cooling water temperature of the engine; intake temperature detection means 8 for detecting the intake air temperature; and start detection means 22 for detecting the start state of the engine. Idling detection means 16 for detecting the idling state of the engine
and when starting the engine and idling,
When the cooling water temperature is at least a predetermined temperature and the intake air temperature is at least a predetermined temperature, the correction amount calculation means sets the correction amount to a predetermined amount that makes the air-fuel ratio a lean air-fuel ratio, thereby reducing the environmental condition where the temperature becomes high. Even below,
This controls the air-fuel ratio to an appropriate level when starting the engine and idling.
（実施例）
以下、本発明の実施例を図面に基づいて説明す
る。(Example) Hereinafter, an example of the present invention will be described based on the drawings.
第２，３図は本発明の一実施例を示す図であ
る。 2 and 3 are diagrams showing an embodiment of the present invention.
まず、構成を説明すると、第２図において、１
は機関本体であり、機関１の燃焼室２にはエアク
リーナ３で清浄にされた空気が電子制御式気化器
４で燃料と混合され、吸気管５を通して供給され
る。そして、燃焼室２内で燃焼した排気は排気管
６を通して三元触媒器７に導入され、三元触媒器
７で排気中の三成分（CO、HC、NOx）を酸化
と還元により清浄化して排出される。エアクリー
ナ３には、吸気温度（この場合、吸入空気温度）
TAを検出する吸気温センサ（吸気温検出手段）
８が取付けられており、機関１のシリンダブロツ
ク９には、冷却水温度TWを検出する水温センサ
（水温検出手段）１０が取付けられている。なお、
吸気温センサ８は吸気管５に取付けて混合気温度
を検出するようにしてもよく、また、機関１の周
囲の環境温度を検出するようにしてもよい。さら
には、本実施例の吸気温センサ８の他に機関１の
周囲の環境温度を検出してもよい。また、排気管
６には排気中の酸素濃度を検出する酸素センサ１
１が取付けられている。電子制御式気化器４には
プライマリースロツトルバルブ１２の設けられた
一次側通路１３とセカンダリースロツトルバルブ
１４の設けられた二次側通路１５が形成されてお
り、このプライマリースロツトルバルブ１２のア
イドル開度により機関のアイドル状態を検出する
アイドルスイツチ（アイドル検出手段）１６が取
付けられている。この気化器４はソレノイドバル
ブ１７に入力されるパルス信号SPによりメーン
ジエツト１８と補正用メーンジエツト１９を通し
てフロート室２０から一次側通路１３に供給され
る燃料量を制御している。すなわち、ソレノイド
バルブ１７がONのときには、補正用メーンジエ
ツト１９が閉じられるとともにメーンジエツト１
８に作用する負圧が小さくなつて燃料供給量が少
なくなり、ソレノイドバルブ１７がOFFのとき
には、補正用メーンジエツト１９が開くとともに
メーンジエツト１８および補正用メーンジエツト
１９に作用する負圧が大きくなつて燃料供給量が
多くなる。したがつて、ソレノイドバルブ１７に
入力されるパルス信号（補正量信号）SPのデユ
ーテイ値が大きくなるほど燃料供給量は少なくな
り、デユーテイ値が小さくなるほど燃料供給量は
多くなる。また、二次側通路１５には、図示しな
いセカンダリーメーンジエツトを通して燃料が供
給される。このパルス信号SPはコントロールユ
ニツト（補正量演算手段）２１から入力され、コ
ントロールユニツト２１には前記吸気温センサ
８、水温センサ１０、酸素センサ１１およびアイ
ドルスイツチ１６からの各信号とスタータの作動
により機関の始動状態を検出するスタータスイツ
チ（始動検出手段）２２からの信号が入力されて
いる。 First, to explain the configuration, in Figure 2, 1
is an engine body, and air cleaned by an air cleaner 3 is mixed with fuel in an electronically controlled carburetor 4 and supplied to a combustion chamber 2 of the engine 1 through an intake pipe 5. The exhaust gas burned in the combustion chamber 2 is introduced into the three-way catalytic converter 7 through the exhaust pipe 6, where the three components (CO, HC, NOx) in the exhaust gas are purified by oxidation and reduction. be discharged. Air cleaner 3 has intake air temperature (in this case, intake air temperature)
Intake temperature sensor that detects TA (intake temperature detection means)
8 is attached to the cylinder block 9 of the engine 1, and a water temperature sensor (water temperature detection means) 10 is attached to the cylinder block 9 of the engine 1 to detect the cooling water temperature TW. In addition,
The intake air temperature sensor 8 may be attached to the intake pipe 5 to detect the air-fuel mixture temperature, or may be used to detect the environmental temperature around the engine 1. Furthermore, in addition to the intake air temperature sensor 8 of this embodiment, the environmental temperature around the engine 1 may be detected. In addition, the exhaust pipe 6 includes an oxygen sensor 1 for detecting the oxygen concentration in the exhaust gas.
1 is installed. The electronically controlled carburetor 4 is formed with a primary passage 13 in which a primary throttle valve 12 is provided and a secondary passage 15 in which a secondary throttle valve 14 is provided. An idle switch (idle detection means) 16 is installed to detect the idle state of the engine based on the opening degree. This carburetor 4 controls the amount of fuel supplied from the float chamber 20 to the primary passage 13 through a main jet 18 and a correction main jet 19 in response to a pulse signal SP input to a solenoid valve 17. That is, when the solenoid valve 17 is ON, the correction main jet 19 is closed and the main jet 1 is closed.
When the negative pressure acting on the main jet 8 becomes smaller and the amount of fuel supplied decreases, and the solenoid valve 17 is OFF, the main jet 19 for correction opens and the negative pressure acting on the main jet 18 and the main jet 19 for correction increases, thereby reducing the fuel supply. The amount increases. Therefore, as the duty value of the pulse signal (correction amount signal) SP input to the solenoid valve 17 increases, the amount of fuel supplied decreases, and as the duty value decreases, the amount of fuel supplied increases. Further, fuel is supplied to the secondary side passage 15 through a secondary main jet (not shown). This pulse signal SP is inputted from a control unit (correction amount calculation means) 21, and the control unit 21 uses signals from the intake temperature sensor 8, water temperature sensor 10, oxygen sensor 11, and idle switch 16 and the operation of the starter to control the engine. A signal from a starter switch (start detection means) 22 that detects the starting state of the engine is input.
コントロールユニツト２１は、Ｉ／Ｏポート２
３、CPU２４およびメモリ２５で構成されてお
り、コントロールユニツト２１に入力される信号
のうちアナログ値で入力される信号はデジタル値
に変換されて処理される。CPU２４はメモリ２
５に書き込まれたプログラムに従つてＩ／Ｏポー
ト２３より必要とされる外部データを取り込んだ
り、また、メモリ２５との間でデータの授受を行
つたりしながら演算処理し、必要に応じて処理し
たデータをＩ／Ｏポート２３へ出力する。また、
メモリ２５はROMやRAMで構成されており、
CPU２４における演算プログラムや演算に使用
するデータがマツプ等の形で記憶されている。 The control unit 21 has I/O port 2
3. It is composed of a CPU 24 and a memory 25, and among the signals input to the control unit 21, signals input as analog values are converted into digital values and processed. CPU24 is memory 2
According to the program written in the memory 25, required external data is fetched from the I/O port 23, and data is processed while being exchanged with the memory 25, and as necessary. The processed data is output to the I/O port 23. Also,
The memory 25 consists of ROM and RAM.
Arithmetic programs in the CPU 24 and data used for the arithmetic operations are stored in the form of a map or the like.
次に、作用を説明する。 Next, the effect will be explained.
気化器４は吸気流量QAに応じた燃料量を一次
側通路１３および二次側通路１５に供給し、さら
に、ソレノイドバルブ１７に入力されるパルス信
号SPに応じてその燃料供給量を増量あるいは減
量している。そして、コントロールユニツト２１
は、まず、水温センサ１０からの冷却水温TW等
に基づく補正量を演算するとともに酸素センサ１
１の出力に基づいて補正量を演算している。この
酸素センサ１１の出力に基づく補正量は酸素セン
サ１１の出力を所定の基準値と比較してPI制御
されている。すなわち、空燃比は酸素センサ１１
の出力に基づいて目標空燃比となるようにフイー
ドバツク制御されている。 The carburetor 4 supplies the primary side passage 13 and the secondary side passage 15 with an amount of fuel according to the intake flow rate QA, and further increases or decreases the amount of fuel supplied according to the pulse signal SP input to the solenoid valve 17. are doing. And the control unit 21
First, a correction amount is calculated based on the cooling water temperature TW etc. from the water temperature sensor 10, and the oxygen sensor 1
The correction amount is calculated based on the output of 1. The correction amount based on the output of the oxygen sensor 11 is PI-controlled by comparing the output of the oxygen sensor 11 with a predetermined reference value. That is, the air-fuel ratio is determined by the oxygen sensor 11.
Feedback control is performed to achieve the target air-fuel ratio based on the output of the air-fuel ratio.
また、コントロールユニツト２１は吸気温度
TAおよび冷却水温TWに基づいて高温状態であ
るか否かを判別し、高温状態にあるときには始動
時やアイドリング時の空燃比をフイードバツク制
御せず、所定の稀薄空燃比に設定している。この
作用を第３図に示すフローチヤートに従つて説明
する。なお、第３図S1〜S8はフローの各ステツプ
を示している。まず、ステツプS1において吸気温
度TAを読み取り、ステツプS2において吸気温度
TAが所定値TAO（例えば、65℃）より高いか否
かを判別する。TA＜TAOのときにはフイード
バツク制御を継続し、TA≧TAOのときにはス
テツプS3において冷却水温度TWを読み取つてス
テツプS4において冷却水温度TWが所定値TWO
（例えば、105℃）より高いか否かを判別する。
TW＜TWOのときには高温時でないと判断して
フイードバツク制御を継続し、TW≧TWOのと
きにはステツプS5で空燃比を稀薄にする所定のデ
ユーテイ値D0（例えば、95％）をルツクアツプす
る。このデユーテイ値D0は、吸気温度TA、冷却
水温度TWをパラメータとしてあらかじめメモリ
２５にデータテーブルとして記憶されている。次
に、ステツプS6においてスタータスイツチ２２か
らの信号に基づいて始動操作中であるか否かを判
別し、始動中であるときにはフイードバツク制御
をやめて前記デユーテイ値D0のパルス信号SPを
出力する。したがつて、始動時、過濃空燃比とな
らず、吸気温度TAや冷却水温度TW等に適切な
空燃比に制御することができ、機関の始動性を向
上させることができる。また、ステツプS6におい
て始動操作中でないときには、ステツプS8におい
てアイドルスイツチ１６からの信号に基づいてア
イドリング中であるか否かを判別し、アイドリン
グ中でないときにはフイードバツク制御を継続
し、アイドリング中であるときにはフイードバツ
ク制御をやめてステツプS7において前記デユーテ
イ値D0のパルス信号SPを出力する。したがつて、
アイドリング時、過濃空燃比とならず、吸気温度
TAや冷却水温度TW等に適した空燃比に制御す
ることができ、機関の運転性を向上させ、また、
排気性能を向上させることができる。 The control unit 21 also controls the intake air temperature.
It is determined whether or not the temperature is high based on TA and cooling water temperature TW, and when the temperature is high, the air-fuel ratio at startup and idling is not feedback-controlled and is set to a predetermined lean air-fuel ratio. This operation will be explained according to the flowchart shown in FIG. Incidentally, FIG. 3 S1 to S8 show each step of the flow. First, in step S1 , the intake air temperature TA is read, and in step S2 , the intake air temperature TA is read.
It is determined whether TA is higher than a predetermined value TAO (for example, 65° C.). When TA<TAO, feedback control is continued, and when TA≧TAO, the cooling water temperature TW is read in step S3 , and the cooling water temperature TW is set to the predetermined value TWO in step S4 .
(for example, 105°C).
When TW<TWO, it is determined that the temperature is not high and the feedback control is continued, and when TW≧TWO, a predetermined duty value D 0 (for example, 95%) for leanening the air-fuel ratio is looked up in step S5 . This duty value D 0 is previously stored in the memory 25 as a data table using the intake air temperature TA and the cooling water temperature TW as parameters. Next, in step S6 , it is determined whether or not a starting operation is being performed based on the signal from the starter switch 22, and if the starting operation is being performed, the feedback control is stopped and the pulse signal SP having the duty value D0 is output. Therefore, at the time of starting, the air-fuel ratio does not become too rich, and the air-fuel ratio can be controlled to be appropriate for the intake air temperature TA, the cooling water temperature TW, etc., and the startability of the engine can be improved. Further, when the engine is not in the starting operation in step S6 , it is determined in step S8 whether or not it is idling based on the signal from the idle switch 16, and when it is not idling, feedback control is continued and Sometimes, the feedback control is stopped and the pulse signal SP with the duty value D0 is outputted in step S7 . Therefore,
When idling, the air-fuel ratio does not become too rich and the intake air temperature
The air-fuel ratio can be controlled to suit TA, cooling water temperature TW, etc., improving engine drivability, and
Exhaust performance can be improved.
なお、上記実施例においては、高温時であるか
否かを吸気温度と冷却水温度に基づいて判断する
構成となつているが、これに限るものではなく、
例えば燃料温度等をも判断資料としてもよいこと
は言うまでもない。また、この燃料温度をデユー
テイ値設定のパラメータとしてもよい。 In addition, in the above embodiment, the configuration is such that it is determined whether or not the temperature is high based on the intake air temperature and the cooling water temperature, but the invention is not limited to this.
It goes without saying that, for example, fuel temperature or the like may also be used as the judgment material. Further, this fuel temperature may be used as a parameter for duty value setting.
（効果）
本発明によれば、高温環境条件下においても、
機関始動時およびアイドリング時に適切な空燃比
に制御することができ、機関の始動性やアイドリ
ング時の運転性を向上させることができるととも
に排気性能を向上させることができる。(Effect) According to the present invention, even under high temperature environmental conditions,
The air-fuel ratio can be controlled to an appropriate air-fuel ratio when starting the engine and when idling, improving engine startability and drivability during idling, as well as improving exhaust performance.
第１図は本発明の全体構成図、第２，３図は本
発明の一実施例を示す図であり、第２図はその概
略構成図、第３図はその作用を説明するフローチ
ヤートである。
４……電子制御式気化器、８……吸気温検出手
段、１０……水温検出手段、１１……酸素セン
サ、１６……アイドル検出手段、２１……補正量
演算手段、２２……始動検出手段。
Fig. 1 is an overall configuration diagram of the present invention, Figs. 2 and 3 are diagrams showing one embodiment of the invention, Fig. 2 is a schematic configuration diagram thereof, and Fig. 3 is a flowchart explaining its operation. be. 4...Electronically controlled carburetor, 8...Intake temperature detection means, 10...Water temperature detection means, 11...Oxygen sensor, 16...Idle detection means, 21...Correction amount calculation means, 22...Start detection means.
Claims (1)
サと、酸素センサの出力に基づいて空燃比が目標
空燃比となるように燃料の補正量を演算し、補正
量信号を出力する補正量演算手段と、吸気量に対
応した燃料を機関に供給するとともに補正量信号
に応じてその燃料量を増量あるいは減量する電子
制御式気化器と、を備えた空燃比制御装置におい
て、機関の冷却水温度を検出する水温検出手段
と、吸気温度を検出する吸気温検出手段と、機関
の始動状態を検出する始動検出手段と、機関のア
イドリング状態を検出するアイドリング検出手段
と、を設け、機関始動時およびアイドリング時、
冷却水温度が所定温度以上で、かつ、吸気温度が
所定温度以上のとき、前記補正量演算手段が空燃
比を希薄空燃比とする所定量に補正量を設定する
ことを特徴とする空燃比制御装置。1. An oxygen sensor that detects the oxygen concentration in the exhaust gas of the engine, and a correction amount calculating means that calculates a fuel correction amount so that the air-fuel ratio becomes the target air-fuel ratio based on the output of the oxygen sensor, and outputs a correction amount signal. and an electronically controlled carburetor that supplies fuel corresponding to the amount of intake air to the engine and increases or decreases the amount of fuel in accordance with a correction amount signal. A water temperature detection means for detecting the temperature, an intake temperature detection means for detecting the intake air temperature, a start detection means for detecting the starting state of the engine, and an idling detection means for detecting the idling state of the engine are provided. Time,
Air-fuel ratio control characterized in that when the cooling water temperature is above a predetermined temperature and the intake air temperature is above a predetermined temperature, the correction amount calculation means sets the correction amount to a predetermined amount that makes the air-fuel ratio a lean air-fuel ratio. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20508483A JPS6095165A (en) | 1983-10-31 | 1983-10-31 | Air-fuel ratio control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20508483A JPS6095165A (en) | 1983-10-31 | 1983-10-31 | Air-fuel ratio control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6095165A JPS6095165A (en) | 1985-05-28 |
| JPH0514099B2 true JPH0514099B2 (en) | 1993-02-24 |
Family
ID=16501152
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP20508483A Granted JPS6095165A (en) | 1983-10-31 | 1983-10-31 | Air-fuel ratio control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6095165A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61291753A (en) * | 1985-06-17 | 1986-12-22 | Daihatsu Motor Co Ltd | Air-fuel ratio controller for carburetor |
-
1983
- 1983-10-31 JP JP20508483A patent/JPS6095165A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6095165A (en) | 1985-05-28 |
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