# US 5,347,974 A · Air-to-fuel ratio control system for internal combustion engine > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 5,347,974 A - Document ID: US5347974A - Status: Granted - Kind: A - Application number: 07/949,881 - Filed: 1992-12-31 - Granted: 1994-09-20 - Earliest claimed: 1991-03-28 - Assignees: Mitsubishi Jidosha Kogyo Kabushi Kaisha - Inventors: Kazuhide Togai; Tetsurou Ishida; Katsunori Ueda - Web page: https://patentgrep.com/patent/US5347974A ## CPC - F02D 41/1487: {Correcting the instantaneous control value} - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) ## Abstract An air-to-fuel ratio control system optimally controls an air-to-fuel ratio of an internal combustion engine according to various engine operating conditions, and aims at assuring quick air-to-fuel ratio control and preventing erroneous operation of the engine. With this control system, a corrective amount of fuel to be supplied is determined according to a deviation .DELTA.(A/F) of a measured air-to-fuel ratio (A/F).sub.i and a target air-to-fuel ration (A/F).sub.OBJ. This corrective amount of the fuel is kept in an allowable range defined by limits K.sub.LMIN and K.sub.LMAX, or K.sub.RMIN and K.sub.RMAX. Therefore, the engine is supplied with the fuel which is controlled according to a target fuel amount LT.sub.INJ determined by the correct fuel amount. The control system is responsive to various engine operating conditions, and protects the engine against troubles, damage and interruption, and prevents deterioration of exhaust gases. ## Claims ### Claim 1 An air-to-fuel ratio control system for an internal combustion engine, comprising: a wide-range air-to-fuel ratio sensor located in an exhaust passage of the internal combustion engine for measuring an air-to-fuel ratio; target air-to-fuel ratio calculating means for calculating a target air-to-fuel ratio which is determined according to operating conditions of the internal combustion engine; air-to-fuel ratio deviation calculating means, operatively communicative with said wide-range air-to-fuel ratio sensor and said target air-to-fuel ratio calculating means, for calculating a deviation between the measured air-to-fuel ratio by said wide-range air-to-fuel ratio sensor and said target air-to-fuel ratio for setting a deviation signal; corrective fuel amount setting means, operatively communicative with said air-to-fuel ratio deviation calculating means for changing the amount of fuel to be supplied from said deviation signal calculated by said air-to-fuel ratio deviation calculating means; corrective amount limit setting means for setting at least one maximum corrective limit value according to said target air-to-fuel ratio; and corrective amount optimizing means, operatively communicative with said corrective amount limit setting means and said corrective fuel amount setting means, for determining an optimum amount of fuel to be supplied within said corrective limit value based on the amount of fuel set by said corrective fuel amount setting means. ### Claim 2 (depends on 1) An air-to-fuel ratio control system according to claim 1, wherein said corrective amount limit setting means sets a narrow limit when the target air-to-fuel ratio is in a rich zone and a wide limit when the target air-to-fuel ratio is in a lean zone. ### Claim 3 (depends on 2) An air-to-fuel ratio control system according to claim 2, wherein said corrective amount limit setting means determines said narrow and wide limits based on differential equations of first degree. ### Claim 4 (depends on 1) An air-to-fuel ratio control system according to claim 1, wherein said corrective amount limit setting means includes judging means for determining whether a period during which said deviation of the air-to-fuel ratio is more than a predetermined deviation lasts longer than a preset period of time and for outputting a time lapse signal, and limit diminishing means for gradually diminishing said deviation of the air-to-fuel ratio until said deviation of the air-to-fuel ratio becomes less than the predetermined value. ### Claim 5 (depends on 4) An air-to-fuel control system according to claim 4, wherein said limit diminishing means diminishes said deviation of the air-to-fuel ratio until the amount of fuel to be corrected becomes equal to zero or substantially zero. ### Claim 6 An air-to-fuel ratio control system for an internal combustion engine, comprising: target air-to-fuel ratio calculating means for calculating a target air-to-fuel ratio according to operating conditions of the internal combustion engine; a wide-range air-to-fuel ratio sensor located in an exhaust passage for measuring an actual air-to-fuel ratio; deviation calculating means, operatively communicative with said wide-range air-to-fuel ratio sensor and said target air-to-fuel ratio calculating means, for calculating a deviation between said actual air-to-fuel ratio measured by said wide-range air-to-fuel ratio sensor and said target air-to-fuel ratio calculated by said target air-to-fuel ratio calculating means; corrective fuel amount setting means, operatively communicative with said deviation calculating means, for changing the amount of fuel to be supplied based on said deviation of the air-to-fuel ratio calculated by said deviation calculating means; corrective amount limit setting means for setting at least one corrective value according to the target air-to-fuel ratio; corrective amount optimizing means, operatively communicative with said corrective amount limit setting means and said corrective fuel amount setting means, for determining an optimum amount of the fuel to be supplied within said corrective limit value based on the amount of fuel set by said corrective fuel amount setting means; corrective ratio setting means, operatively communicative with said target air-to-fuel ratio calculating means and said corrective amount optimizing means, for determining a corrective air-to-fuel ratio based on said target air-to-fuel ratio and said optimum amount of the fuel to be supplied; and reference fuel amount setting means, operatively communicative with said corrective ratio setting means, for determining a reference amount of the fuel based on said corrective air-to-fuel ratio. ### Claim 7 (depends on 6) An air-to-fuel ratio control system according to claim 6, wherein said target air-to-fuel ratio calculating means includes first means for setting said target air-to-fuel ratio close to the stoichiometric ratio, second means for setting said target air-to-fuel ratio appropriately in a lean zone, and third means for determining when the engine is operating under slow acceleration, wherein said target air-to-fuel ratio set by said second means is used when the engine is determined to be operating in slow acceleration. ### Claim 8 (depends on 7) An air-to-fuel ratio control system according to claim 7, wherein said third means determines that the engine is operating in slow acceleration when a throttle valve opening per unit time is larger than zero but less than a predetermined value. ### Claim 9 (depends on 7) An air-to-fuel ratio control system according to claim 7, wherein said target air-to-fuel ratio calculating means calculates the target air-to-fuel ratio based on at least a speed and volume efficiency of the engine operating conditions. ### Claim 10 (depends on 6) An air-to-fuel ratio control system according to claim 6, wherein said corrective amount limit setting means sets a narrow limit when the target air-to-fuel ratio is in a rich zone and a wide limit when the target air-to-fuel ratio is in a lean zone. ### Claim 11 (depends on 10) An air-to-fuel ratio control system according to claim 10, wherein said corrective amount limit setting means sets said narrow and wide limits based on differential equations of first degree. ### Claim 12 (depends on 6) An air-to-fuel ratio control system according to claim 6, wherein said corrective amount limit setting means includes judging means for determining whether a period during which said deviation of the air-to-fuel ratio is more than a predetermined deviation of the air-to-fuel ratio lasts longer than a preset period of time and for outputting a time lapse signal, and limit diminishing means for gradually diminishing said deviation of the air-to-fuel ratio until said deviation of the air-to-fuel ratio becomes less than the predetermined deviation of the air-to-fuel ratio. ### Claim 13 (depends on 12) An air-to-fuel ratio control system according to claim 12, wherein said limit diminishing means diminishes said deviation of the air-to-fuel ratio until the amount of fuel to be corrected becomes equal to zero or substantially zero. ### Claim 14 A method for controlling an air-to-fuel ratio in an internal combustion engine, comprising the steps of: (a) measuring an air-to-fuel ratio in an exhaust passage of the internal combustion engine; (b) calculating a target air-to-fuel ratio according to operating conditions of the internal combustion engine; (c) calculating a deviation between said air-to-fuel ratio measured at said step (a) and said target air-to-fuel ratio calculated at said step (b); (d) changing an amount of fuel to be supplied from said deviation calculated at said step (c); (e) setting at least one maximum corrective limit value according to said target air-to-fuel ratio; and (f) determining an optimum amount of fuel to be supplied within said corrective limit value based on the amount of fuel set at step (d). ### Claim 15 (depends on 14) A method according to claim 14, wherein said step (e) sets a narrow limit when the target air-to-fuel ratio is in a rich zone and a wide limit when the target air-to-fuel is in a lean zone. ### Claim 16 (depends on 15) A method according to claim 15, wherein said step (e) determines said narrow and wide limits based on differential equations of first degree. ### Claim 17 (depends on 14) A method according to claim 14, wherein said step (e) further comprises the steps of: (e)(1) determining whether a period during which said deviation of the air-to-fuel ratio is more than a predetermined deviation lasts longer than a preset period of time and outputting a time lapse signal; and (e)(2) gradually diminishing said deviation of the air-to-fuel ratio until said deviation of the air-to-fuel ratio becomes less than the predetermined value. ### Claim 18 (depends on 17) A method according to claim 17, wherein said step (e)(2) diminishes said deviation of the air-to-fuel ratio until the amount of fuel to be corrected becomes equal to or substantially zero. ### Claim 19 (depends on 14) A method according to claim 14, further comprising the steps of: (g) determining a corrective air-to-fuel ratio based on said target air-to-fuel ratio and said optimum amount of fuel to be supplied; and (h) determining the amount of fuel to be supplied based on said corrective air-to-fuel ratio. ### Claim 20 (depends on 14) A method according to claim 14, wherein said sep (b) further comprises the steps of: (b)(1) setting said target air-to-fuel ratio close to the stoichiometric ratio; (b)(2) setting said target air-to-fuel ratio appropriately in a lean zone; and (b)(3) determining when the engine is operating under slow acceleration, wherein said target air-to-fuel ratio set at said step (b)(2) is used when the engine is determined to be operating in slow acceleration. ### Claim 21 (depends on 20) A method according to claim 20, wherein said step (b)(3) determines that the engine is operating in slow acceleration when a throttle valve opening per unit time is larger than zero but less than a predetermined value. ### Claim 22 (depends on 20) A method according to claim 20, wherein said step (b) calculates the target air-to-fuel ratio based on at least a speed and volume efficiency of the engine operating conditions.