Air-fuel ratio control device for internal combustion engine

Claim 2

An air-fuel ratio control device for an internal combustion engine comprising: means for detecting one of an inlet pipe pressure and an intake air quantity; means for detecting an engine speed; means for detecting a degree of throttle opening; means for calculating a basic fuel injection time on the basis of the engine speed and the one of the inlet pipe pressure and the intake air quantity; means for calculating a correction factor on the basis of the engine speed and the one of the inlet pipe pressure and the intake air quantity that is used for controlling the air-fuel ratio to the lean side rather than to a stoichiometric air-fuel ratio; means for controlling the air-fuel ratio on the basis of the basic fuel injection time and the correction factor; and means for correcting the correction factor on the basis of at least the degree of throttle opening in a high load range of the engine.

Claim 3

An air-fuel ratio control device for an internal combustion engine according to claim 1, wherein the correcting means corrects the correction factor such that the air-fuel ratio approaches the stoichiometric air-fuel ratio as the degree of throttle opening increases.

Claim 4

An air-fuel ratio control device for an internal combustion engine according to claim 1, wherein the correcting means corrects the correction factor such that the air-fuel ratio becomes identical with the stoichiometric air-fuel ratio when the degree of throttle opening becomes substantially full-open.

Claim 5

An air-fuel ratio control device for an internal combustion engine according to claim 2, wherein the correcting means corrects the correction factor such that the air-fuel ratio becomes identical with the stoichiometric air-fuel ratio when the degree of throttle opening becomes substantially full-open.

Claim 6

An air-fuel ratio control device for an internal combustion engine according to claim 1, wherein the correcting means corrects the correction factor on the basis of the degree of throttle opening and the engine speed.

Claim 7

An air-fuel ratio control device for an internal combustion engine according to claim 5, wherein the correcting means corrects the correction factor such that the air-fuel ratio approaches the stoichiometric air-fuel ratio as the degree of throttle opening increases.

Claim 8

An air-fuel ratio control device for an internal combustion engine according to claim 5, wherein the correcting means corrects the correction factor such that the air-fuel ratio becomes identical with the stoichiometric air-fuel ratio when the degree of throttle opening becomes substantially full-open.

Claim 9

An air-fuel ratio control device for an internal combustion engine according to claim 1, wherein the high load range of the engine corresponds to where the degree of throttle opening exceeds a given valve.

Claim 10

An air-fuel ratio control device for an internal combustion engine according to claim 8, wherein the given valve of the degree of throttle opening is set so as to increase as the engine speed increases.

Claim 11

An air-fuel ratio control device for an internal combustion engine comprising: means for detecting one of inlet pipe pressure and intake air quantity; means for detecting engine speed; means for detecting a degree of throttle opening; basic fuel injection time calculating means for calculating a basic fuel injection time TP on the basis of the engine speed and the one of the inlet pipe pressure and the intake air quantity; first correction factor calculating means for calculating a first correction factor KAFB on the basis of the engine speed and the one of the inlet pipe pressure and the intake air quantity that is used in controlling the air-fuel ratio to the lean side rather than to a stoichiometric air-fuel ratio; second correction factor calculating means for calculating a second correction factor KTAAF on the basis of at least the degree of throttle opening that is used in correcting the first correction factor KATB only when the degree of throttle opening exceeds a given value; and control means for correcting the basic fuel injection time TP in accordance with the first correction factor KAFB and the second correction factor KTAAF and controlling the air-fuel ratio in accordance with the thus corrected basic fuel injection time.

Claim 12

An air-fuel ratio control device for an internal combustion engine comprising: means for detecting one of inlet pipe pressure and intake air quantity; means for detecting engine speed; means for detecting a degree of throttle opening; basic fuel injection time calculating means for calculating a basic fuel injection time TP on the basis of the engine speed and the one of the inlet pipe pressure and the intake air quantity; first correction factor calculating means for calculating a first correction factor KAFB on the basis of the engine speed and the one of the inlet pipe pressure and the intake air quantity that is used in controlling the air-fuel ratio to the lean side rather than to a stoichiometric air-fuel ratio; second correction factor calculating means for calculating a second correction factor KTAAF on the basis of at least the degree of throttle opening that is used in correcting the first correction factor KATB only when the degree of throttle opening exceeds a given value; and control means for correcting the basic fuel injection time TP in accordance with the first correction factor KAFB and the second correction factor KTAAF and controlling the air-fuel ratio in accordance with the thus corrected basic fuel injection time.

Claim 13

An air-fuel ratio control device for an internal combustion engine according to claim 10, wherein the second correction factor calculating means calculates the second correction factor KTAAF such that the air-fuel ratio approaches the stoichiometric air-fuel ratio as the degree of throttle opening increases.

Claim 14

An air-fuel ratio control device for an internal combustion engine according to claim 10, wherein the second correction factor calculating means calculates the second correction factor KTAAF such that the air-fuel ratio becomes identical with the stoichiometric air-fuel ratio when the degree of throttle opening becomes substantially full-open.

Claim 15

An air-fuel ratio control device for an internal combustion engine according to claim 11, wherein the second correction factor calculating means calculates the second correction factor KTAAF such that the air-fuel ratio becomes identical with the stoichiometric air-fuel ratio when the degree of throttle opening becomes substantially full-open.

Claim 16

An air-fuel ratio control device for an internal combustion engine according to claim 10, wherein the second correction factor calculating means calculates the second correction factor KTAAF on the basis of the degree of throttle opening and the engine speed.

Claim 17

An air-fuel ratio control device for an internal combustion engine according to claim 14, wherein the second correction factor calculating means calculates the second correction factor KTAAF such that the air-fuel ratio approaches the stoichiometric air-fuel ratio as the degree of throttle opening increases.

Claim 18

An air-fuel ratio control device for an internal combustion engine according to claim 14, wherein the second correction factor calculating means calculates the second correction factor KTAAF such that the air-fuel ratio becomes identical with the stoichiometric air-fuel ratio when the degree of throttle opening becomes substantially full-open.

Claim 19

An air-fuel ratio control device for an internal combustion engine according to claim 10, wherein the given valve of the degree of throttle opening is set so as to increase as the engine speed increases.

Claim 20

An air-fuel ratio control device for an internal combustion engine according to claim 10, wherein the control means controls the air-fuel ratio in accordance with A·TP(1-KATB·KTAAF)+B, where A and B are constants.

Claim 21

An air-fuel ratio control device for an internal combustion engine according to claim 18, wherein the second correction factor calculating means calculates the second correction factor KTAAF such that in a range where the degree of throttle opening exceeds a given valve, the second correction factor KTAAF gradually decreases from a value close to and smaller than one (1) to zero (0) as the degree of throttle opening increases.

Claim 22

An air-fuel ratio control device for an internal combustion engine according to claim 19, wherein the degree of throttle opening at which the second correction factor KTAAF becomes smaller than one (1) increases as the engine speed increases.