Self-diagnosing apparatus and method for fuel supply control system applicable to internal combustion engine

Claim 2

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine, comprising: a) first detecting means for detecting an air/fuel mixture ratio of an air/fuel mixture supplied to the engine and outputting a first signal indicative of the actual air/fuel mixture ratio; b) second detecting means for detecting an engine driving condition and outputting a second signal indicative of the engine driving condition; b) air/fuel mixture ratio feedback controlled variable setting means, responsive to the output first and second signals from the first and second detecting means, for comparing the actual air/fuel mixture ratio with a target air/fuel mixture ratio and for setting and determining an air/fuel mixture ratio feedback controlled variable on the basis of the first and second signals which serves to correct the air/fuel mixture ratio of the air/fuel mixture to be supplied to the engine according to a result of comparison so that the actual air/fuel mixture ratio is approached to a target air/fuel mixture ratio; c) air/fuel mixture ratio decrement/increment correcting means for controlling the fuel supply quantity related to the air/fuel mixture ratio to be supplied to the engine so as to correct incrementally or decrementally the actual air/fuel mixture ratio on the basis of the air/fuel mixture feedback controlled variable set by the air/fuel mixture feedback controlled variable setting means; and d) air/fuel mixture ratio increment/decrement control diagnosing means for diagnosing an air/fuel mixture ratio controlled state of the fuel supply control system on the basis of at least one of either each magnitude by which the air/fuel mixture ratio feedback controlled variable is changed to richen or lean the air/fuel mixture ratio so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio or a control duration of time during which the fuel supply control system executes the correction on the actual air/fuel mixture ratio by means of the air/fuel mixture ratio feedback controlled variable.

Claim 3

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 1, wherein said air/fuel mixture ratio increment/decrement control diagnosing means, to diagnose the air/fuel mixture ratio controlled state, compares a representative value of either the magnitude of the change in the air/fuel mixture ratio feedback controlled variable for a predetermined period of time or the control duration of time for the predetermined period of time with a threshold level previously set according to the engine driving condition.

Claim 4

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 1, wherein said air/fuel mixture ratio increment/decrement control diagnosing means, to diagnose the air/fuel mixture ratio controlled state, compares representative values of either the magnitude of the decremental or incremental change in the air/fuel mixture ratio feedback controlled variable for a predetermined period of time or the control duration of time for the predetermined period of time with respective theshold levels individually previously set for respective decremental and incremental change side of the air/fuel mixture ratio feedback controlled variable.

Claim 5

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 3, wherein said respresentative value is expressed as follows: SUMR←SUMR+{[(a-b)×tm]/KREF-1. 0}, wherein SUMR denotes a total sum of the controlled variables by means of an air/fuel feedback correction coefficient LMD used previously to richen the air/fuel mixture ratio so as to approach to the target air/fuel mixture ratio, (a-b) denotes a change width by which the air/fuel mixture ratio feedback correction coefficient LMD is changed to richen the air/fuel mixture ratio in a state of a previous air/fuel mixture ratio leaned state, tm denotes the duration of time during which a richened control of the air/fuel mixture ratio has been carried out in the previous air/fuel mixture ratio leaned state, and KREF denotes a correction coefficient set on the basis of the engine driving condition.

Claim 6

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 4, wherein said representative value is expressed as follows: SUML←SUML+{[(a-b)×tm]/KREF-1. 0}, wherein SUML denotes a total sum of the controlled variables by means of the air/fuel feedback correction coefficient LMD used previously to lean the air/fuel mixture ratio so as to approach to the target air/fuel mixture ratio, (a-b) denotes a change width by which the air/fuel mixture ratio feedback correction coefficient LMD is changed to lean the air/fuel mixture ratio in a state of a previous air/fuel mixture ratio richened state, tm denotes the duration of time during which a lean control of the air/fuel mixture ratio has been carried out in the previous air/fuel mixture ratio richened state, and KREF denotes a correction coefficient set on the basis of the engine driving condition.

Claim 7

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 5, which further includes alarm means installed on an instrument panel of a vehicle in which the self-diagnosing apparatus is installed and wherein said predetermined time is approximately five minutes and said SUMR is compared with a first threshold value (SL1) and wherein when said SUMR exceeds SL1, the alarm means is operated to alert the vehicle driver of the result of diagnose.

Claim 8

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 6, wherein after the comparison of said SUMR with SL1, said SUML is compared with a second threshold value (SL2) and wherein when the SUML exceeds the SL2, the alarm means is operated to alert the vehicle driver of the result of diagnose on its comparison.

Claim 9

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 7, wherein said diagnosing means further carries out the following arithmetic operation after the comparison of said SUML with SL2: SUM←{(SUMR+SUML)/2}.

Claim 10

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 8, wherein sais SUM is compared with a third threshold value (SL3) and wherein when said SUM exceeds SL3, said alarm means is operated to alert the driver of the result of diagnose on its comparison.

Claim 11

A self diagnosing apparatus for a fuel supply control system in an internal combustion engine as set forth in claim 9, wherein when all comparisons on said SUMR, SUML, and SUM are ended, said SUMR and SUML are reset to zero.

Claim 12

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle, comprising: a) first means for detecting an engine driving condition including a driving parameter related to an intake air quantity sucked into the engine; b) second means for setting a basic fuel supply quantity Tp on the basis of the engine driving condition; c) third means for detecting an air/fuel mixture ratio of the supplied air/fuel mixture of the engine; d) fourth means for comparing the detected air/fuel mixture ratio with a target air/fuel mixture ratio and for setting an air/fuel mixture ratio feedback correction coefficient LMD used to correct the basic fuel injection quantity so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio; e0 fifth means for rewritably storing an air/fuel mixture ratio learning correction coefficient KBLRC for each driving region, a whole driving region on the engine driving condition being divided into a plurality of subdivided driving regions and the learning correction coefficient being used to correct the basic fuel supply quantity; f) sixth means for learning a deviation of a value of the air/fuel mixture ratio feedback correction coefficient to a target convergence value and for modifying and rewriting the air/fuel mixture ratio learning correction coefficient stored so as to correspond to one of the dubdivided driving regions in the fifth means so that the deviation thereof is reduced; g) seventh means for determining the present corresponding driving region in the fifth means as a learned region when the value of the air/fuel mixture ratio feedback correction coefficient substantially coincides wih the target convergence value and for storing a result of determination on the learned region according to each driving region; h) eighth means for driving a final fuel supply quantity on the basis of the basic fuel injection quantity Tp, air/fuel mixture ratio feedback correction coefficient LMD, and the learned air/fuel mixture ratio learning correction coefficient KBLRC stored so as to correspond to the present driving region, the fuel quantity being a quantity of fuel to be supplied to the engine; and i) ninth means for diagnosing an air/fuel mixture ratio controlled state of the fuel supply control system on the basis of at least one of either a sum of a magnitude by which the air/fuel mixture ratio feedback correction coefficient LMD is decrementally or incrementally changed to richen or lean the air/fuel mixture ratio so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio or a control duration of time during which the fuel supply control system executes the correction of the basic fuel supply quantity to calculate the final fuel supply quantity on the actual air/fuel mixture ratio by means of the air/fuel mixture ratio feedback correction coefficient LMD.

Claim 13

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle, comprising: a) first means for detecting an engine driving condition including a driving parameter related to an intake air quantity sucked into the engine; b) second means for setting a basic fuel supply quantity Tp on the basis of the engine driving condition; c) third means for detecting an air/fuel mixture ratio of the supplied air/fuel mixture of the engine; d) fourth means for comparing the detected air/fuel mixture ratio with a target air/fuel mixture ratio and for setting an air/fuel mixture ratio feedback correction coefficient LMD used to correct the basic fuel injection quantity so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio; e0 fifth means for rewritably storing an air/fuel mixture ratio learning correction coefficient KBLRC for each driving region, a whole driving region on the engine driving condition being divided into a plurality of subdivided driving regions and the learning correction coefficient being used to correct the basic fuel supply quantity; f) sixth means for learning a deviation of a value of the air/fuel mixture ratio feedback correction coefficient to a target convergence value and for modifying and rewriting the air/fuel mixture ratio learning correction coefficient stored so as to correspond to one of the dubdivided driving regions in the fifth means so that the deviation thereof is reduced; g) seventh means for determining the present corresponding driving region in the fifth means as a learned region when the value of the air/fuel mixture ratio feedback correction coefficient substantially coincides wih the target convergence value and for storing a result of determination on the learned region according to each driving region; h) eighth means for driving a final fuel supply quantity on the basis of the basic fuel injection quantity Tp, air/fuel mixture ratio feedback correction coefficient LMD, and the learned air/fuel mixture ratio learning correction coefficient KBLRC stored so as to correspond to the present driving region, the fuel quantity being a quantity of fuel to be supplied to the engine; and i) ninth means for diagnosing an air/fuel mixture ratio controlled state of the fuel supply control system on the basis of at least one of either a sum of a magnitude by which the air/fuel mixture ratio feedback correction coefficient LMD is decrementally or incrementally changed to richen or lean the air/fuel mixture ratio so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio or a control duration of time during which the fuel supply control system executes the correction of the basic fuel supply quantity to calculate the final fuel supply quantity on the actual air/fuel mixture ratio by means of the air/fuel mixture ratio feedback correction coefficient LMD.

Claim 14

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle as set forth in claim 11, wherein the air/fuel mixture ratio learning and controlling system is provided with a plurality of fuel injection valves for respective engine cylinders and which further includes tenth means for informing the result of the diagnose by means of said ninth means, said thenth means including displaying means, installed on an instrument panel of the vehicle, for displaying the worsening of an exhaust gas characterisitc according to the result of diagnose.

Claim 15

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle as set forth in claim 12, wherein said ninth means calculates the following total sum SUMR of each magnitude by which the air/fuel mixture ratio feedback correction coefficient LMD is changed to richen the air/fuel mixture ratio so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio during a previous leaned state of the air/fuel mixture ratio: SUMR←SUMR+{(a+b)× /KREF-1. 0}, wherein (a-b) denotes a change width by which the air/fuel mixture ratio feedback correction coefficient LMD is changed to richen the air/fuel mixture ratio in a state of a previous air/fuel mixture ratio leaned state, tm denotes the duration of time during which a richened control of the air/fuel mixture ratio has been carried out in the previous air/fuel mixture ratio leaned state, and KREF denotes a correction coefficient set on the basis of the engine driving condition and wherein said SUMR is updated whenever a proportion control for the feedback correction coefficient LMD is carried out.

Claim 16

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle as set forth in claim 13, wherein said ninth means calculates the following total sum SUML of each magnitude by which the air/fuel mixture ratio feedback correction coefficient LMD is changed to lean the air/fuel mixture ratio so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio during a previous richened state of the air/fuel mixture ratio: SUML←SUML+{(a+b)×tm/KREF-1.0}, wherein (a-b) denotes a change width by which the air/fuel mixture ratio feedback correction coefficient LMD is changed to lean the air/fuel mixture ratio in a state of a previous air/fuel mixture ratio richened state, tm denotes the duration of time during which a leaned control of the air/fuel mixture ratio has been carried out in the previous air/fuel mixture ratio richened state, and KREF denotes a correction coefficient set on the basis of the engine driving condition and wherein said SUMR is updated whenever a proportion control for the feedback correction coefficient LMD is carried out.

Claim 17

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle as set forth in claim 14, wherein said ninth means first compares said SUMR with a first threshold value (SL1) to determine whether said SUMR exceeds said SL1, said SL1 being previously determined according to the engine driving condition and compares said SUML with a second threshold value (SL2) to determine whether said SUMR exceeds said SL2, both results of comparisons being informed through said informing means and said comparions being carried out whenever a predetermined period of time has passed.

Claim 18

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automative vehicle as set forth in claim 15, wherein said ninth means further calculates as follows: SUM←(SUMR+SUML)/2, and wherein said SUM is compared with a third threshold value (SL3) to determine whether SUM exceeds said SL3, three comparison results being informed through said informing means.

Claim 19

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle as set forth in claim 16, which further includes eleventh means for estimating and learning the air/fuel mixture ratio learning correction coefficients (KBLRC2) corresponding to the other diriving regions which are adjacent in terms of the present driving condition to one of the driving regions at which the corresponding learning correction coefficient is rewritten by the sixth means.

Claim 20

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle as set forth in claim 17, which further includes: twelfth means for determining a magnitude (Stress) of inappropriateness of the result of learning on the air/fuel mixture ratio on the basis of the deviation of the air/fuel mixture ratio correction value of LMD from its target convergence value when the driving region corresponding to the present driving conditin is exhanged from the present driving region to any one of the other driving regions; and thirteenth means for reducing the number of the driving regions at which the learning correction coefficients are learned as the learnings on the air/fuel mixture ratio correction coefficients are advanced with the number of the drivng regions at which the learning correction coefficients are rewriten together with the learning correction coefficient of the region to be rewritten by means of said sixth means.

Claim 21

A self diagnosing apparatus for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle as set forth in claim 18, wherein the learning correction coefficient KBLRC is constituted by a first air/fuel mixture ratio learning correction coefficient KBLRC0 for the whole engine driving region, a second air/fuel mixture ratio learning correction coefficient KBLRC1 for each subdivided driving region on a 4×4 lattice learning map, and a third air/fuel mixture ratio learning correction coefficient KBLRC2 for each subdivided driving region on a 16×16 lattice learning map and wherein the learnings of the air/fuel mixture ratio learning correction coefficients are advanced from those of a wider driving region.

Claim 22

A self diagnosing method for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle, comprising the steps of: a) detecting an engine driving condition including a driving parameter related to an intake air quantity sucked into the engine; b) setting a basic fuel supply quantity Tp on the basis of the engine driving condition; c) detecting an air/fuel mixture ratio of the supplied air/fuel mixture of the engine; d) comparing the detected air/fuel mixture ratio with a target air/fuel mixture ratio and setting an air/fuel mixture ratio feedback correction coefficient LMD used to correct the basic fuel injection quantity so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio; e) rewritably storing an air/fuel mixture ratio learning correction coefficient KBLRC for each driving region, a whole driving region on the engine driving condition being divided into a plurality of subdivided driving regions and the learning correction coefficient being used to correct the basic fuel supply quantity; f) learning a deviation of a value of the air/fuel mixture ratio feedback correction coefficient to a target convergence value and modifying and rewriting the air/fuel mixture ratio learning correction coefficient stored so as to correspond to one of the dubdivided driving regions so that the deviation thereof is reduced; g) determining the present corresponding driving region in the fifth means as a learned region when the value of the air/fuel mixture ratio feedback correction coefficient substantially coincides wih the target convergence value and storing a result of determination on the learned region according to each driving region; h) deriving a final fuel supply quantity on the basis of the basic fuel injection quantity Tp, air/fuel mixture ratio feedback correction coefficient LMD, and teh learned air/fuel mixture ratio learning correction coefficient KBLRC stored so as to correspond to the present driving region, the fuel quantity being a quantity of fuel to be supplied to the engine; and i) self diagnosing an air/fuel mixture ratio controlled state of the fuel supply control system on the basis of at least one of either a sum of a magnitude by which the air/fuel mixture ratio feedback correction coefficient LMD is decrementally or incrementally changed to richen or lean the air/fuel mixture ratio so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio or a control duration of time during which the fuel supply control system executes the correction of the basic fuel supply quantity to calculate the final fuel supply quantity on the actual air/fuel mixture ratio by means of the air/fuel mixture ratio feedback correction coefficient LMD.

Claim 23

A self diagnosing method for a system for controlling and learning an air/fuel mixture ratio applicable to an internal combustion engine installed in an automotive vehicle, comprising the steps of: a) detecting an engine driving condition including a driving parameter related to an intake air quantity sucked into the engine; b) setting a basic fuel supply quantity Tp on the basis of the engine driving condition; c) detecting an air/fuel mixture ratio of the supplied air/fuel mixture of the engine; d) comparing the detected air/fuel mixture ratio with a target air/fuel mixture ratio and setting an air/fuel mixture ratio feedback correction coefficient LMD used to correct the basic fuel injection quantity so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio; e) rewritably storing an air/fuel mixture ratio learning correction coefficient KBLRC for each driving region, a whole driving region on the engine driving condition being divided into a plurality of subdivided driving regions and the learning correction coefficient being used to correct the basic fuel supply quantity; f) learning a deviation of a value of the air/fuel mixture ratio feedback correction coefficient to a target convergence value and modifying and rewriting the air/fuel mixture ratio learning correction coefficient stored so as to correspond to one of the dubdivided driving regions so that the deviation thereof is reduced; g) determining the present corresponding driving region in the fifth means as a learned region when the value of the air/fuel mixture ratio feedback correction coefficient substantially coincides wih the target convergence value and storing a result of determination on the learned region according to each driving region; h) deriving a final fuel supply quantity on the basis of the basic fuel injection quantity Tp, air/fuel mixture ratio feedback correction coefficient LMD, and teh learned air/fuel mixture ratio learning correction coefficient KBLRC stored so as to correspond to the present driving region, the fuel quantity being a quantity of fuel to be supplied to the engine; and i) self diagnosing an air/fuel mixture ratio controlled state of the fuel supply control system on the basis of at least one of either a sum of a magnitude by which the air/fuel mixture ratio feedback correction coefficient LMD is decrementally or incrementally changed to richen or lean the air/fuel mixture ratio so as to approach the actual air/fuel mixture ratio to the target air/fuel mixture ratio or a control duration of time during which the fuel supply control system executes the correction of the basic fuel supply quantity to calculate the final fuel supply quantity on the actual air/fuel mixture ratio by means of the air/fuel mixture ratio feedback correction coefficient LMD.