Air-fuel ratio control system

Claim 3

The method of claim 1, wherein the step of modifying the determined fuel-delivery requirement value based upon the detected numbers N1 and N2 includes: detecting one of four engine operating conditions of late combustion, early combustion, unstable engine operation, and stable engine operation based upon the detected numbers N1 and N2; and modifying the determined fuel-delivery requirement value to enrich the air-fuel ratio immediately in response to the detected late combustion or the detected unstable engine operation, to lean out the air-fuel ratio immediately in response to the detected early combustion, and to lean out, at the end of the predetermined number of rotations of the engine crankshaft, the air-fuel ratio in response to the detected stable engine operation.

Claim 4

The method of claim 2, wherein late combustion is detected upon the occurrence of two conditions when the number N1 exceeds a predetermined value and when the number N2 is zero, wherein early combustion is detected upon the occurrence of two conditions when the number N2 exceeds a predetermined value and when the number N1 is zero, wherein unstable engine operation is detected when the number N1 exceeds the predetermined value and the number N2 is not zero or when the number N2 exceeds the predetermined value and the number N1 is not zero, and wherein stable engine operation is detected upon the occurrence of one of other conditions of the numbers N1 and N2.

Claim 5

The method of claim 2, wherein the step of modifying the determined fuel-delivery requirement value includes: determining a correction factor as 1+K R1 in response to the detected late combustion, as 1+K R2 in response to the detected unstable engine operation, as 1-K L1 in response to the detected early combustion, and as 1-K L2 in response to the detected stable engine operation; and multiplying the determined fuel-delivery requirement value by the determined correction factor.

Claim 6

The method of claim 1, wherein the lower limit is set at 10° after the top dead center position of the engine piston of the cylinder and the upper limit is set at 25° after the top dead center position of the engine piston.

Claim 7

The method of claim 1, wherein the step of detecting variations of pressure in at least one cylinder is performed by a single pressure sensor for sensing the pressure in one of the cylinders.

Claim 8

The method of claim 1, wherein the step of detecting variations of pressure in at least one cylinder is performed by pressure sensors each sensing the pressure in the respective cylinder.

Claim 9

The method of claim 1, wherein the step of detecting variations of pressure in at least one cylinder is performed by at least one pressure sensor for sensing the pressure in adjacent two cylinders.

Claim 12

The method of claim 9, wherein the step of modifying the determined fuel-delivery requirement value based upon the detected numbers N1 and N2 includes: detecting one of four engine operating conditions of late combustion, early combustion, unstable engine operation, and stable engine operation based upon the detected numbers N1 and N2; and modifying the determined fuel-delivery requirement value to enrich the air-fuel ratio immediately in response to the detected late combustion or the detected unstable engine operation, to lean out the air-fuel ratio immediately in response to the detected early combustion, and to lean out, at the end of each cycle of the predetermined number of rotations of the engine crankshaft, the air-fuel ratio in response to the detected stable engine operation.

Claim 13

The method of claim 10, wherein the step of modifying the determined fuel-delivery requirement value includes: determining a correction factor as 1+K R1 in response to the detected late combustion, as 1+K R2 in response to the detected unstable engine operation, as 1-K L1 in response to the detected early combustion, and as 1-K L2 in response to the detected stable engine operation; and multiplying the determined fuel-delivery requirement value by the determined correction factor.

Claim 14

The method of claim 9, wherein the lower limit is set at 10° after the top dead center position of the engine piston of each the cylinder and the upper limit is set at 25° after the top dead center position of the engine piston.

Claim 15

The method of claim 9, wherein the step of detecting variations of pressure in each cylinder is performed by pressure sensors each sensing the pressure in the respective cylinders.

Claim 16

The method of claim 9, wherein the step of detecting variations of pressure in each cylinder is performed by at least one pressure sensor for sensing the pressur in adjacent two cylinders.

Claim 17

An air-fuel ratio control system for use in a multi-cylinder internal combustion engine, comprising: (a) a load sensor for detecting an engine load condition; (b) a single pressure sensor for detecting variations of pressure in a selected one of the cylinders of the engine; and (c) a digital computer connected to the load sensor and the pressure sensor, the digital computer including (i) means for calculating a value of fuel-delivery requirement for the engine as a function of detected engine load, (ii) means for detecting an engine crankshaft position θ pmax at which the pressure in the selected cylinder is at a maximum during each pressure detecting cycle of a predetermined number of degrees of rotation of an engine crankshaft, the pressure detecting cycle initiating at the top dead center position of the engine piston of the selected cylinder and terminating at the predetermined number of degrees of rotation of the engine crankshaft from the top dead center position, (iii) means for comparing the detected engine crankshaft position θ pmax with a lower and upper limit, (iv) means for advancing an upper limit counter when the detected engine crankshaft position θ pmax is greater than the upper limit and advancing a lower limit counter when the detected engine crankshaft position θ pmax is smaller than the lower limit during each predetermined number of rotations of the engine crankshaft, and (v) means for modifying the determined fuel-delivery requirement value based upon the counts of the lower and upper limit counters.

Claim 18

An air-fuel ratio control system for use in a multi-cylinder internal combustion engine, comprising: (a) a load sensor for detecting an engine load condition; (b) a single pressure sensor for detecting variations of pressure in a selected one of the cylinders of the engine; and (c) a digital computer connected to the load sensor and the pressure sensor, the digital computer including (i) means for calculating a value of fuel-delivery requirement for the engine as a function of detected engine load, (ii) means for detecting an engine crankshaft position θ pmax at which the pressure in the selected cylinder is at a maximum during each pressure detecting cycle of a predetermined number of degrees of rotation of an engine crankshaft, the pressure detecting cycle initiating at the top dead center position of the engine piston of the selected cylinder and terminating at the predetermined number of degrees of rotation of the engine crankshaft from the top dead center position, (iii) means for comparing the detected engine crankshaft position θ pmax with a lower and upper limit, (iv) means for advancing an upper limit counter when the detected engine crankshaft position θ pmax is greater than the upper limit and advancing a lower limit counter when the detected engine crankshaft position θ pmax is smaller than the lower limit during each predetermined number of rotations of the engine crankshaft, and (v) means for modifying the determined fuel-delivery requirement value based upon the counts of the lower and upper limit counters.

Claim 19

An air-fuel ratio control system for use in a multi-cylinder internal combustion engine, comprising: (a) a load sensor for detecting an engine load condition; (b) a plurality of pressure sensors each detecting variations of pressure in a respective cylinder of the engine; and (c) a digital computer connected to the load sensor and the pressure sensors, the digital computer including (i) means for calculating a value of fuel-delivery requirement for the engine as a function of detected engine load, (ii) means for detecting an engine crankshaft position θ pmax at which the pressure in each of the cylinders is at maximum during each pressure detecting cycle of a predetermined number of degrees of rotation of an engine crankshaft, (iii) means for comparing the detected engine crankshaft position θ pmax for each of the cylinders with a lower and upper limit, (iv) means for advancing an upper limit counter when the detected engine crankshaft position θ pmax for each of the cylinders is greater than the upper limit and advancing a lower limit counter when the detected engine crankshaft position θ pmax for each of the cylinders is smaller than the lower limit during each cycle of a predetermined number of rotations of the engine crankshaft, and (v) means for modifying the determined fuel-delivery requirement value based upon the counts of the lower and upper limit counters.

Claim 20

An air-fuel ratio control system for use in a multi-cylinder internal combustion engine, comprising: (a) a load sensor for detecting an engine load condition; (b) a plurality of pressure sensors each detecting variations of pressure in a respective cylinder of the engine; and (c) a digital computer connected to the load sensor and the pressure sensors, the digital computer including (i) means for calculating a value of fuel-delivery requirement for the engine as a function of detected engine load, (ii) means for detecting an engine crankshaft position θ pmax at which the pressure in each of the cylinders is at maximum during each pressure detecting cycle of a predetermined number of degrees of rotation of an engine crankshaft, (iii) means for comparing the detected engine crankshaft position θ pmax for each of the cylinders with a lower and upper limit, (iv) means for advancing an upper limit counter when the detected engine crankshaft position θ pmax for each of the cylinders is greater than the upper limit and advancing a lower limit counter when the detected engine crankshaft position θ pmax for each of the cylinders is smaller than the lower limit during each cycle of a predetermined number of rotations of the engine crankshaft, and (v) means for modifying the determined fuel-delivery requirement value based upon the counts of the lower and upper limit counters.

Claim 21

The system of claim 15, wherein the digital computer includes means for detecting one of four engine operating conditions of late combustion, early combustion, unstable engine operation, and stable engine operation based upon the counts of the lower and upper limit counters, the digital computer including means for enriching the air-fuel ratio immediately in response to the detected late combustion or the detected unstable engine operation, leaning out the air-fuel ratio immediatey in response to the detected early combustion, and leaning out, at the end of each cycle of the predetermined number of rotation of the engine crankshaft, the air-fuel ratio in response to the detected stable engine operation.

Claim 22

The system of claim 16, wherein the digital computer includes means for detecting one of four engine operating conditions of late combustion, early combustion, unstable engine operation, and stable engine operation based upon the counts of the lower and upper limit counters, the digital computer including means for enriching the air-fuel ratio immediately in response to the detected late combustion or the detected unstable engine operation, leaning out the air-fuel ratio immediately in response to the detected early combustion, and leaning out, at the end of each cycle of the predetermined number of rotation of the engine crankshaft, the air-fuel ratio in response to the detected stable engine operation.

Claim 23

An air-fuel ratio control system for use in a multi-cylinder internal combustion engine, comprising: (a) a load sensor for detecting an engine load condition; (b) at least one pressure sensor located between two adjacent cylinders for detecting variations of pressure in the two cylinders; and (c) a digital computer connected to the load sensor and the pressure sensor, the digital computer including (i) means for calculating a value of fuel-delivery requirement for the engine as a function of detected engine load, (ii) means for detecting an engine crankshaft position θ pmax at which the pressure in each of the cylinders is at maximum during each cycle of a predetermined number of degrees of rotation of an engine crankshaft, (iii) means for comparing the detected engine crankshaft position θ pmax for each of the cylinders with a lower and upper limit, (iv) means for advancing an upper limit counter when the detected engine crankshaft position θ pmax for each of the cylinders is greater than the upper limit and advancing a lower limit counter when the detected engine crankshaft position θ pmax for each of the cylinders is smaller than the lower limit during each cycle of a predetermined number of rotations of the engine crankshaft, and (v) means for modifying the determined fuel-delivery requirement value based upon the counts of the lower and upper limit counters.

Claim 24

An air-fuel ratio control system for use in a multi-cylinder internal combustion engine, comprising: (a) a load sensor for detecting an engine load condition; (b) at least one pressure sensor located between two adjacent cylinders for detecting variations of pressure in the two cylinders; and (c) a digital computer connected to the load sensor and the pressure sensor, the digital computer including (i) means for calculating a value of fuel-delivery requirement for the engine as a function of detected engine load, (ii) means for detecting an engine crankshaft position θ pmax at which the pressure in each of the cylinders is at maximum during each cycle of a predetermined number of degrees of rotation of an engine crankshaft, (iii) means for comparing the detected engine crankshaft position θ pmax for each of the cylinders with a lower and upper limit, (iv) means for advancing an upper limit counter when the detected engine crankshaft position θ pmax for each of the cylinders is greater than the upper limit and advancing a lower limit counter when the detected engine crankshaft position θ pmax for each of the cylinders is smaller than the lower limit during each cycle of a predetermined number of rotations of the engine crankshaft, and (v) means for modifying the determined fuel-delivery requirement value based upon the counts of the lower and upper limit counters.

Claim 25

The system of claim 19, wherein the digital computer includes means for detecting one of four engine operating conditions of late combustion, early combustion, unstable engine operation, and stable engine operation based upon the counts of the lower and upper limit counters, the digital computer including means for enriching the air-fuel ratio immediately in response to the detected late combustion or the detected unstable engine operation, leading out the air-fuel ratio immediately in response to the detected early combustion, and leaning out, at the end of each cycle of the predetermined number of rotations of the engine crankshaft, the air-fuel ratio in response to the detected stable engine operation.

Claim 28

The method of claim 21, wherein the step of modifying the determined fuel-delivery requirement value based upon the detected numbers N1 and N2 includes: detecting one of four engine operating conditions of late combustion, early combustion, unstable engine operation, and stable engine operation based upon the detected numbers N1 and N2; and modifying the determined fuel-delivery requirement value to enrich the air-fuel ratio immediately in response to the detected late combustion or the detected unstable engine operation, to lean the air-fuel ratio immediately in response to the detected early combustion, and to lean, at the end of the predetermined number for rotation of the engine crankshaft, the air-fuel ratio in response to the detected stable engine operation.

Claim 29

The method of claim 22, wherein late combustion is detected upon the occurrence of two conditions when the number N1 exceeds a predetermined value and when the number N2 is zero, wherein early combustion is detected upon the occurrence of two conditions when the number N2 exceeds a predetermined value and when the number N1 is zero, wherein unstable engine operation is detected when the number N1 exceeds the predetermined value and the number N2 is not zero or when the number N2 exceeds the predetermined value and the number N1 is not zero, and wherein stable engine operation is detected upon the occurrence of one of other conditions of the numbers N1 and N2.

Claim 30

The method of claim 23, wherein the step of modifying the predetermined fuel-delivery requirement value includes: determining a correction factor as 1+K R1 in response to the detected late combustion, as 1+K R2 in response to the detected unstable engine operation, as 1-K L1 in response to the detected early combustion, and as 1-K L2 in response to the detected stable engine operation; and multiplying the determined fuel-delivery requirement value by the determined correction factor.

Claim 33

The method of claim 25, wherein the step of modifying the determined fuel-delivery requirement value based upon the detected numbers N1 and N2 includes: detecting one of four engine operating conditions of late combustion, early combustion, unstable engine operation, and stable engine operation based upon the detected number N1 and N2; and modifying the determined fuel-delivery requirement value to enrich the air-fuel ratio immediately in response to the detected late combustion or the detected unstable engine operation, to lean the air-fuel ratio immediately in response to the detected early combustion, and to lean, at the end of each cycle of the predetermined number of rotation of the engine crankshaft, the air-fuel ratio in response to the detected stable engine operation.

Claim 34

The method of claim 26, wherein the step of modifying the determined fuel-delivery requirement value includes: determining a correction factor as 1+K R1 in response to the detected late combustion, as 1+K R2 in response to the detected unstable engine operation, as 1-K L1 in response to the detected early combustion, and as 1-K L2 in response to the detected stable engine operation; and multiplying the determined fuel-delivery requirement value by the determined correction factor.