METHOD AND APPARATUS FOR CONTROLLING FUEL SUPPLY TO AN INTERNAL COMBUSTION ENGINE

Abstract: The invention relates to a method and apparatus for controlling fuel supply to an internal combustion engine. Said control apparatus includes an A/F ratio feed-back control (309) with learning function. A difference between an A/F ratio detected by an oxygen sensor and the stoichometric value is obtained and divided into an A/F ratio correction coefficient and an A/F ratio deviation coefficient in accordance with predetermined gains. The former coefficient is stored in an area of a correction map (313) corresponding to operational conditions of the engine at that time and the latter coefficient is accumulated in an additional sotrage (315). Upon determination of an amount of fuel to be supplied, an A/F ratio correction coefficient is read out from the map (313) in response to teh operational conditions and added to the latter coefficient read out from the additional storage to form a correction value by said control apparatus, which is used in fuel supply amount correction (307) for correcting a preliminary fuel supply amount obtained in accordance with the operational conditions to determine a final fuel supply amount. With this, the quick determination of the final fuel supply amount according to the operational conditions of the engine can be performed.

Description: BACKGROUND OF THE INVENTION Field of the invention The present invention relates to a method and apparatus for controlling fuel supply to an internal combustion engine having an air/fuel (A/F) ratio beed-back control with a learning function. Description of the related art As is well known, there has been widely employed an A/F ratio feed-back control, using an oxygen sensor, for controlling an A/F ratio of a fuel mixture supplied to an internal combustion engine. Further, recently, use of a so called learning function in such an A/F ratio control is receiving increasing attention, in order to improve the response in the A/F ratio control. In an A/F ratio feed-back control with the learning function, an actual A/F ratio of a fuel mixture is detected by a known oxygen sensor and an A/F ratio of a fuel mixture is controlled so as to make the actual value thereof follow a reference value, which is usually set at the stoichiometric A/F ratio. Data concerning a deviation between the actual value and the reference value are stored as correction values in areas of a correction map, each area corresponding to a particular operational condition, which is defined by, for example, a rotational speed of an engine and a load thereof. When the engine encounters a certain operational condition during operation thereof, data stored in an area of the map corresponding to the certain operational condition is read out and an A/F ratio determined, for example, by an suction air amount and a rotational speed of the engine, is corrected on the basis of a correction value, i.e., the data read out from the map. With this, a fuel mixture can be always maintained at an appropriate A/F ratio, taking account of characteristics of a particular engine and operating circumstances thereof. In the A/F ratio feed-back control as mentioned above, as is well known, correction values stored in the map are necessary to be renewed in accordance with changes of operating circumstances of an engine. For example, even if the engine is operated at the same rotational speed and the same load, an A/F ratio of a fuel mixture are necessary to be changed in accordance with the height of the traveling position of an automobile in order to make an actual A/F ratio follow the stoichiometric value accurately. When an automobile travels in a mountain district, for example, there frequently occurs cases where the height of the traveling position of the automobile changes widely and accordingly an atmospheric pressure changes. Namely, the operating circumstances of an engine often changes. In such cases, the learning operation as mentioned above and the renewal of data stored in a correction map must be repeated, every time when the automobile encounters new traveling circumstances. According to circumstances, the renewal of data of the map can not be executed fast enough to obtain an appropriate correction value in time, and therefore an actual A/F ratio is made worse. To improve this, there has been proposed a method of renewing data of a correction map as disclosed, for example, in the laid-open Japanese patent application JP-A-59/25055 (published on February 8, 1984). According to this, there are provided two memories, in which a first one of the memories is equivalent to a correction map as described above and stores correction values in response to operational conditions of an engine. Data stored therein are subject to the renewal by means of the learning operation in the same manner as mentioned above. A second memory stores data, which is obtained by averaging differences between a predetermined value and the correction values stored in selected areas, including at least some areas neighboring or surrounding a corresponding area, of the correction map. When a final amount of fuel to be supplied to the engine is determined, data stored in an area of the map corresponding to the operational condition of the engine at that time is at first read out from the first memory. Then, the read-out data is combined with data stored in the second memory, whereby a correction value used for the determination of the final fuel supply amount is formed. As will be understood from the foregoing, a concept underlying the prior art described above is as follows; when a factor, for which a correction value must be renewed, is extracted as the result of operation of the engine in a particular operational condition, the influence of the factor is brought on the operation of the engine in neighboring operational conditions. Accordingly, although when the operation of an engine changes to a neighboring operational condition, a correction value stored in an area of a correction map corresponding to the neighboring operational condition is read out, it is already corrected to a certain extent during the operation of the engine in the previous operational condition. Therefore, an appropriate A/F ratio can be determined quickly and therefore the response in the A/F ratio feed-back control is improved considerably. Furthermore it is known from US-A-4 552 115 to perform a learning control of an air-fuel ratio by providing from a map supplementary signals periodically based on the average value of a feed-back control signal. In order to optimize the response characteristic and to obtain a high control stability the gain of the feed-back control is decreased as the learning progresses. However, the prior art as described above does not have a sufficient effect in the point of view of efficiently renewing data stored in the second memory, because there must be often executed the calculation of obtaining the average of differences of correction values stored in the selected areas of the correction map and the predetermined value. SUMMARY OF THE INVENTION An object of the present invention is to provide a method and apparatus for controlling fuel supply to an internal combustion engin, capable of performing quick and efficient learning operations. The object is solved according to the independent claims. Advantageous developments of the invention are described in the dependent claims. A feature of the present invention resides in a fuel supply control apparatus with an A/F ratio feed-back control, in which there is at first obtained a difference between an actual value of an A/F ratio and a reference value thereof set for the feed-back control, the difference is divided into two components of a fist one and a second one in accordance with predetermined gains, the first component is stored in an area of a correction map corresponding to an operational condition of the engine, the second component is accumulated in an additional storage, and both the components are combined with each other when they are used as a correction value for finally determining an amount of fuel to be supplied to the engine. According to this feature, since one of the components consisting of a correction value can be easily obtained by dividing the result of the feed-back control in accordance with the predetermined gains, which is a calculation easier than averaging carried out in the prior art. Therefore, the learning operation according to the present invention is much more efficient. Further, since an appropriate correction value can be quickly obtained by simply combining the components, the good response in the A/F ratio control is secured, with the result that a fuel mixture supplied to an engine is always maintained at an appropriate value, even if operating circumstances of the engine change frequently, for example, due to traveling of an automobile in a mountain district. Moreover, according to a feature of an embodiment of the present invention, the control for coping with the change in the operating circumstances, especially the change in the height of the traveling position of an automobile, is further improved. In the embodiment, there is introduce a concept of a real driving force, on which the height difference of the traveling position of the automobile is calculated. The correction value used for finally determining a fuel supply amount is subject to the correction based on the thus obtained height difference. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 schematically shows an example of an engine control system, to which a fuel supply control apparatus according to the present invention is applied; Fig. 2 is a block diagram schematically showing a configuration of a fuel supply control apparatus according to an embodiment of the present invention; Fig. 3 is a functional block diagram for explaining the method of operation of the embodiment of Fig. 2; Fig. 4 is a flow chart of the processing operation to be executed by a microprocessor included in the embodiment of Fig. 2 for performing the operation as shown by the functional block diagram of Fig. 3; Fig. 5 shows an example of a KFLAT table used in the processing operation of the flow chart of Fig. 4; Fig. 6 shows an example of a TFBYA table used in the processing operation of the flow chart of Fig. 4; Figs. 7a and 7b are drawings for explaining the learning operation for renewing correction values used for finally determining an amount of fuel to be supplied to the engine; Fig. 8 is a flow chart showing a subroutine LRC (learning control routine) included in the flow chart of Fig. 4; Fig. 9 is a flow chart showing a subroutine A/F FB (A/F ratio feed-back routine) included in the flow chart of Fig. 8; Fig. 10 shows an example of the control result of the A/F FB routine; Fig. 11 is a drawing showing an example of the transition of an operational condition of an engine, which is used for explaining the operation of the subroutine LRC; Figs. 12a to 12d are drawings for explaining an example of the operation of the subroutine LRC; Figs. 13a to 13d are drawings for explaining another example of the operation of the subroutine LRC; Fig. 14 is a functional block diagram for explaining the operation of a part of another embodiment of the present invention; Fig. 15 is a drawing for explaining the principle of obtaining the height difference of the traveling position of an automobile in the another embodiment; Fig. 16 shows an example of the characteristics of a correction factor table used in the another embodiment; Fig. 17 is a flow chart of the processing operation to be executed by a microprocessor for performing the operation as shown by the functional block diagram of Fig. 14; and Fig. 18 is an example of a table used for judging whether or not the operation of the engine falls into the A/F ratio feed-back control region. DESCRIPTION OF THE PREFERRED EMBODIMENTS In the following, a fuel supply control apparatus according to an embodiment of the present invention will be described, referring to accompanying drawings. Fig. 1 of the accompanying drawings schematically shows an example of an internal combustion engine control system, to which a fuel supply control apparatus of the embodiment is applied. As apparent from the figure, internal combustion engine l has known structure, i.e., it is coupled with intake pipe 3 for introducing intake air into the engine l and exhaust pipe 5 for discharging exhaust gas from the engine l. The intake pipe 3 is provided with fuel injector 7, which injects a predetermined amount of fuel into the intake pipe 3 in response to an injection pulse signal applied thereto, whereby a fuel mixture of a predetermined air/fuel (A/F) ratio is supplied to the engine l. There is further provided throttle valve 9 in the intake pipe 3, which controls an amount of intake air. The opening of the throttle valve 9 is detected by opening sensor 11. Moreover, temperature sensor 13 for detecting a temperature of the intake air is equipped in the intake pipe 3. The exhaust pipe 5 is provided with oxygen sensor 15, which detects a concentration of residual oxygen included in an exhaust gas discharged from the engine l and produces a signal representative of an actual A/F ratio of the mixture supplied to the engine l. On a cylinder block of the engine l, there is installed temperature sensor 17 for detecting a temperature of cooling water of the engine l. In the engine l, there is further provided crank angle sensor 19, which is driven by a crank shaft (not shown) of the engine l and detects an angle of the crank shaft and upper dead points of respective cylinders of the engine l to produce corresponding signals. Output signals of the aforesaid sensors 11, 13, 15, 17 and 19 are coupled to control unit 21. As already known, the control unit 21 includes a microprocessor and executes a predetermined data processing on the basis of the received output signals. Generally, this data processing is as follows, although details thereof will be described later. An amount of the intake air of the engine l is at first calculated on the basis of an engine rotational speed, which is obtained from the crank angle signal outputted by the sensor 19, and a throttle valve opening signal from the sensor 11, as well as an air temperature signal from the sensor 13. An amount of fuel to be injected is determined in response to the calculated intake air amount. Further, the thus obtained fuel amount is corrected on the basis of an A/F ratio signal outputted from the sensor 15 to determine a final amount of fuel to be injected. A pulse signal with a pulse width corresponding to the final amount of fuel to be injected is formed as the injection pulse signal, which actuates the injector 7 and makes it inject the predetermined amount of fuel. Fig. 2 is a block diagram schematically showing a configuration of the fuel supply control apparatus of the embodiment. As apparent from the figure, the control unit 21 includes a microprocessor composed of central processing unit (CPU) 23 for executing a predetermined data processing, read-only memory (ROM) 25 for storing programs to be executed by the CPU 23 for the predetermined data processing and various constants necessary for execution of the programs, and random access memory (RAM) 27 for storing data to be processed by the CPU 23 or processed results during execution of the programs. The CPU 23, ROM 25 and RAM 27 are coupled with each other by common bus 29. Further, analog to digital (A/D) converter 31 is coupled to the common bus 29. The A/D converter 31 receives analog signals outputted by the various sensors 11, 13, 15 and 17 and converts them into digital signals. Furthermore, pulse processing unit 33 is coupled to the common bus 29, which includes pulses counter 35 for counting pulses produced by the crank angle sensor 19 to detect the rotational speed of the engine l and injection pulse generator 37 for generating the injection pulse signal on the basis of the result processed by the microprocessor. There is provided a power source for supplying an electric power to all the components described above, however it is omitted in the figure. Further, although those components are first activated by the power source when a starter key switch of the engine l is turned on, a part of the RAM 27 is provided with a backup electric power and always supplied with the electric power whether the switch is turned on or not. Therefore, the contents of the backed-up portion of the RAM 27 are preserved, even if the starter key switch is turned off. In the following, the data processing executed by the control unit 21 will be described, referring next to Fig. 3 showing a functional block diagram of the data processing. First of all, a load of the engine l is calculated on the basis of the throttle valve opening signal from the sensor 11, the air temperature signal from the sensor 13 and the crank angle signal from the sensor 19 (cf. block 301), and the rotational speed of the engine l is measured by using the crank angle signal (cf. block 303). Based on the engine load and rotational speed obtained in the blocks 301 and 303, an amount of fuel to be supplied is calculated (cf. block 305). As apparent from the figure, also the water temperature signal from the sensor 17 is taken into consideration for the calculation of the fuel supply amount in the block 305. A signal representative of the thus determined fuel supply amount is sent to block 307, in which it is subject to the correction by means of an air/fuel ratio feed-back control (cf. blocks 307 and 309). This correction is carried out on the basis of an air excess ratio obtained in the block 309 from an A/F ratio signal given by the sensor 15. The injection pulse signal is produced on the basis of the corrected fuel supply amount. As already described, the necessary extent of the correction changes according to the operational condition of the engine l. Therefore, another factor for correction based on the operational condition is further taken into consideration upon correcting operation in the block 307. Values indicating the extent of this correction are stored in a table provided in the RAM 27 in advance. The table has plural areas which correspond to the respective operational conditions of the engine l and stores correction values in the areas corresponding to the particular operational conditions. When the correction of the fuel supply amount determined in the block 305 is carried out, a correction value is read out in accordance with the operational condition of the engine l at that time. The correction values stored in the table are renewed in response to the control result, every time when a corresponding one is used. In this manner, the correction values stored in the table are gradually renewed and adapted by the learning function. The foregoing is the same as a known fuel supply control operation with an A/F ratio feed-back control. The learning function for the renewal of correction values according to the present invention is characterized by the following. A correction value is at first obtained on the basis of the air excess ratio (cf. block 311). The obtained correction value is divided into two components, i.e., a first component, called an A/F ratio correction coefficient 313, which depends on the particular operational condition of the engine l (in this embodiment, the rotational speed and the load of the engine, as described later) and a second component, called an A/F ratio deviation coefficient 315, which is effective in common to the whole range of the operational condition. When a final fuel supply amount is to be determined, the A/F ratio correction coefficient is obtained in dependence upon the operational condition of the engine l, which is combined with the A/F ratio deviation coefficient, whereby a learning correction value is obtained (cf. block 317). The thus obtained learning correction value is given to the block 307. The block 307 carries out the correction of the fuel supply amount determined in the block 305 on the basis of the two correction factors as described above to produce the injection pulse signal. The more detailed operation of the whole configuration of the block diagram of Fig. 3 will be explained with reference to a flow chart of Fig. 4, and a part thereof, i.e., the operation of a learning correction function consisting of the blocks 311, 313, 315 and 317, will be described further in detail with reference to flow charts of Figs. 8 and 9. Further, the blocks 313 and 315 included in the learning correction function are achieved by appropriate storages provided in the power backed-up portion of the RAM 27 for storing the respective coefficients. For the conveniences' sake, before the description of the detailed operation, they will be in advance described below, referring to Fig. 7a and 7b. Further, in the following, the storages used for achieving the blocks 313 and 315 will be denoted by the same reference numerals 313 and 315, respectively. The correction coefficients of the block 313 are stored in an A/F ratio correction map provided in the backed-up portion of the RAM 27, which comprises a pair of maps 313, 313′. Each map has plural areas defined by the operational condition of the engine l, i.e., the rotational speed N and the charging efficiency Q in the embodiment, as shown in Figs. 7a and 7b. Every area in both the maps 313, 313′ corresponds to each other with respect to the operational condition of the engine l. One 313 of the maps is an A/F ratio correction coefficient map, as shown in Fig. 7a, in each area of which an A/F ratio correction coefficient is stored in response to the operational condition of the engine l. The other map 313′ is a counter map having plural areas, each of which stores a number of times of the learning operation of an A/F ratio correction coefficient stored in a corresponding area of the correction coefficient map. For this purpose, the map 313′ has the same structure as that of the map 313, as shown in Fig. 7b. The deviation coefficient of the block 315 is stored in additional storage 315 provided in the backed-up portion of the RAM 27. It is to be noted that this storage 315 has no storage area depending on the operational condition of the engine l. Further, as shown in Fig. 7a, this storage 315 operates cooperatively with the correction coefficient map 313. As already described briefly, a correction coefficient, which is obtained by the A/F ratio learning function of the block 311, is divided into two components KBLRC2 and KBLRC1 in accordance with predetermined proportion. These components correspond to the aforesaid A/F ratio correction coefficient and A/F ratio deviation coefficient, respectively. The component KBLRC2 is stored as KBLRC2(N,Q) in an area of the map 313 corresponding to the operational condition of the engine l, under which the learning operation is carried out. The component KBLRC1 is always stored in the storage 315, irrespective of the operational condition of the engine l. Further, every time when the component KBLRC2(N,Q) of a new correction value obtained by the learning operation is written in an area of the correction value map 313, the content NBLRC(N,Q) of a corresponding area of the counter map 313′ is added by one, and a new NBLRC(N,Q) is stored in the corresponding area, again. When the correction for obtaining a final fuel supply amount is carried out, the coefficient KBLRC2(N,Q) read out from the map 313 in response to the operational condition of the engine l at that time and the coefficient KBLRC1 read out from the storage 315 are combined by the function of the block 317, whereby the final learning correction value KBLRC is produced. Referring next to Fig. 4, in which there is shown a flow chart of the data processing to be executed by the CPU 23, description will be given of the data processing in the following. A routine shown in this flow chart is executed at predetermined intervals in synchronism with the rotation of the engine l. After start, the rotational speed N and the throttle valve opening ϑ th are read at steps 401 and 402. A table for a charging efficiency of cylinders of the engine l is retrieved by the read N and ϑ th , and a charging efficiency Q′ is obtained at step 403. The air temperature T A is read at step 404, and the charging efficiency Q′ obtained at step 403 is subject to the temperature compensation. As a result, a final charging efficiency Q commensurate to the temperature T A is determined at step 405. At step 406, the thus obtained charging efficiency Q is multiplied by a predetermined constant K, whereby a preliminary fuel supply amount is determined. The preliminary fuel supply amount in step 406 is indicated as a pulse width T i ″ of an injection pulse, which corresponds thereto. Thereafter, the preliminary fuel supply amount T i ″ is subject to the A/F ratio correction. For this correction, a correction coefficient KFLAT is used, which is obtained by retrieving a KFLAT table with N and Q read or determined at steps 401 and 405, respectively. The KFLAT table is provided in the RAM 27 and has plural areas capable of being designated by the operational conditions of the engine l, i.e., the rotational speeds N 1 to N 8 and the charging efficiencies Q 1 to Q 8 , as shown in Fig. 5. At step 407, the retrieval of the KFLAT table is executed and the correction coefficient KFLAT(N,Q) is read out therefrom in response to the rotational speed N and the charging efficiency Q at that time. Then, at step 408, the preliminary fuel supply amount T i ″ is corrected by using the correction coefficient KFLAT(N,Q), whereby a corrected fuel supply amount T i ′ is obtained. Next, it is judged in what condition the engine l is now operating. As is well known, an A/F ratio feed-back control is usually controlled in such a manner that a closed loop for the feed-back control is opened and a reference A/F ratio is set at a value richer than the stoichiometric A/F ratio, when the engine l is required to operate in the full load region or in the deceleration region. A coefficient for the correction based on the reference A/F ratio is given as a ratio of the stoichiometric A/F ratio to a required A/F ratio, i.e., the reciprocal of an air excess ratio, which is called a reference A/F ratio coefficient and indicated by TFBYA. Similarly to the case of the coefficient KFLAT(N,Q), there is provided in the RAM 27 a TFBYA table, which has plural areas capable of being designated by the operational conditions of the engine l, i.e., the rotational speeds N 1 to N 8 and the charging efficiencies Q 1 to Q 8 , as shown in Fig. 6. In each of the area, there is stored a corresponding coefficient TFBYA(N,Q). At step 409, therefore, the coefficient TFBYA(N,Q) can be obtained by retrieving the TFBYA table with the rotational speed N and the charging efficiency Q. Further, in the table of Fig. 6, TFBYA(N,Q) = 1.1, for example, means that an A/F ratio, which is by 10% richer than the stoichiometric A/F ratio, is to be set as the reference A/F ratio. Next, at step 410, it is discriminated whether or not the coefficient TFBYA(N,Q) is 1.0. If TFBYA(N,Q) is not 1.0, it means that a reference A/F ratio is not set at the stoichiometric value. At this time, the learning operation can not be carried out, because the closed loop for the feed-back control is opened. If, therefore, a learning (LRC) routine, which will be described later, runs at that time, it is stopped at step 411. Then, at step 412, it is assumed that the air excess ratio λ is 1.0, and the corrected fuel supply amount T i ′ is further corrected by using the retrieved TFBYA(N,Q) and the the air excess ratio λ at step 413, whereby a final fuel supply amount T i is determined. The fuel injection is carried out on the basis of the thus obtained final fuel supply amount T i . If TFBYA(N,Q) is 1.0, it means that a reference A/F ratio is set at the stoichiometric value and the A/F ratio feed-back control is now operating. Therefore, the learning operation is carried out by initiating the LRC routine at step 414. Since an air excess ratio λ is identified by the execution of the LRC routine, the final fuel supply amount T i is determined by further correcting the corrected fuel supply amount T i ′ on the basis of the retrieved TFBYA(N,Q) and the the air excess ratio λ at step 413. The fuel injection is carried out on the basis of the thus obtained final fuel supply amount T i . Referring next to Fig. 8, the aforesaid LRC routine will be described hereinafter. After this routine is initiated by a signal produced at step 410 in the flow chart of Fig. 4, it is at first judged whether or not the engine l has been warmed up enough to carry out the learning operation. Namely, at step 801, it is discriminated whether or not the temperature T W of the cooling water exceeds a predetermined temperature T WL , which is selected at a lower limit of the water temperature, at which the effective learning operation is allowed. If T W does not reach T WL , the operation of this routine jumps to step 412 in the flow chart of Fig. 4 and ends. If T W exceeds T WL , the content N CNT of a counter provided in the RAM 27 is cleared at step 802, and then, at step 803, an A/F ratio feed-back (A/F FB) routine is started, a flow chart of which is shown in Fig. 9. Here, let us describe the A/F FB routine, before the further explanation of the LRC routine of Fig. 8 is made. At first, at step 901, it is discriminated whether or not an output voltage V of the oxygen sensor l5 exceeds a predetermined value V a , whereby it is judged whether or not the sensor 15 is activated sufficiently for the normal feed-back operation. If V is not larger than V a , the further operation of this routine is waiting until the sensor 15 is activated. When V exceeds V a , it is further compared with a predetermined value V o at step 902, which corresponds to an output voltage of the sensor 15 when a fuel mixture of the stoichiometric A/F ratio is supplied to the engine l. If it is discriminated at step 902 that V is larger than V o , an amount of fuel must be decreased, because the fuel mixture supplied at that time is too rich. Namely, the air excess ratio λ is necessary to be increased. Then, at step 903, the air excess ratio λ is increased by adding a predetermined increment dλ to a present air excess ratio λ. With this, the fuel mixture is made leaner. After that, V is compared again with V o at step 904. If V is larger than V o , it means that fuel mixture still remains rich. Therefore, the operation returns to step 903, at which the present air excess ratio λ is increased again by further adding the increment dλ thereto. This increase of the air excess ratio λ repeated until V becomes smaller than V o . When V became smaller than V o , the air excess ratio λ at that time is stored as λ max at step 905. Thereafter, the air excess ratio λ is decreased by a predetermined value λ i at step 906, and the operation returns to step 901. Contrarily to the above, if it is judged at step 902 that V is smaller than V o , an amount of fuel must be increased, because the fuel mixture supplied at that time is lean. Namely, the air excess ratio λ must be decreased. Then, at step 907, the air excess ratio λ is decreased by subtracting the predetermined decrement dλ from a present air excess ratio λ. With this, the fuel mixture is made richer. Thereafter, V is compared again with V o at step 908. If V is smaller than V o , it means that the fuel mixture still remains lean. Therefore, the operation returns to step 907, at which the present air excess ratio λ is decreased again by further subtracting dλ therefrom. This decrease of the air excess ratio λ is repeated until V exceeds V o . When V became larger than V o , the air excess ratio λ at that time is stored as λ min at step 909. After that, the air excess ratio λ is increased by the predetermined value λ i at step 910, and the operation returns to step 901. In this manner, the minimum air excess ratio λ min and the maximum one λ max are obtained, and the air excess ratio λ changes as shown in Fig. 10. Returning to the LRC routine of Fig. 8, it is discriminated at step 804 whether or not a difference between the minimum air excess ratio λ min and the maximum one λ max resides within a predetermined limit value λ lim . If the difference is larger than λ lim , the operation returns to step 802 and the same processing as mentioned above is repeated. After the difference became smaller than λ lim , an air excess ratio λ is renewed at step 705 on the basis of an air excess ratio λ , which was obtained in a previous processing cycle, as well as the minimum air excess ratio λ min and the maximum one λ max , which were obtained in a processing cycle of this time, wherein λ represents a mean value of the air excess ratio λ changing due to the A/F FB control as already described. Thereafter, the content N CNT is increased by one at step 806, and then it is discriminated at step 807 whether or not the content N CNT reaches a predetermined value V LRC . If the former does not reach the latter, the operation returns to step 804 and the aforesaid renewal of the air excess ratio λ is repeated until N CNT becomes equal to N LRC . If N CNT reaches N LRC , the following processing operation is executed at step 808. Namely, the correction coefficient KBLRC2(N,Q) is at first read out from the map 313 in response to the operational condition of the engine l. Then, the read-out KBLRC2(N,Q) is added to the deviation coefficient KBLRC1 read out form the storage 315, whereby the learning correction value KBLRC is obtained. After that, the processing operation goes to steps for the learning operation for renewing the coefficients. At first, it is discriminated at step 809 whether or not the difference between the above obtained learning correction value KBLRC and the mean value λ of the air excess ratio resides within a predetermined value LRC lim . If the aforesaid difference is within LRC lim , the processing operation advances directly to step 811. Otherwise, however, the processing operation goes to step 811 through step 810, at which there are reset the contents KBLRC2(N,Q) and NBLRC(N,Q) stored in the areas of the correction value map 313 and the counter map 313′, which areas correspond to the operational condition of the engine l. At step 811, the content NBLRC(N,Q) of an area of the counter map 313′, i.e., the number of times of the learning operation of the correction value stored in an corresponding area of the map 313, is compared with a predetermined value N SW . If NBLRC(N,Q) exceeds N SW , the correction value KBLRC2(N,Q) stored in the area of the map 313 can be considered as being very close to a desirable value thereof, because it has been subject to many times of the learning operation. Otherwise, the number of times of the learning operation is insufficient, and therefore the correction value KBLRC2(N,Q) is judged to be not sufficiently close to the desirable value yet. In response to the discrimination result at step 811, therefore, gains for the learning operation are changed over as shown at steps 812 and 813, wherein K 1 is a gain for the learning operation of the correction of the A/F ratio deviation coefficient KBLRC1 and K 2 a gain for the learning operation of the correction of the A/F ratio correction coefficient KBLRC2(N,Q). Further, for every gain K 1 or K 2 , there are prepared two gains, i.e., K 1L , K 1H and K 2L , K 2H , in accordance with the number of times of the learning operation. After the gains for the learning operation are determined, new values of the respective coefficients KBLRC1 and KBLRC2(N,Q) are calculated at step 814 by using the determined gains K 1L , K 2L or K 1H , K 2H . The thus obtained coefficient KBLRC1 is stored as a renewed deviation coefficient in the storage 315, and the obtained coefficient KBLRC2(N,Q) is stored as a renewed correction coefficient in the corresponding area of the correction value map 313. In the following, there will be presented an example of the learning operation according to the present invention. From this example, the learning operation will become more apparent. In the following explanation, it is assumed that the operational condition of an engine changes in the manner of I → II → III → I, as shown in Fig. 11. Further, an area of the map 313 and an engine operational condition corresponding to the area of the map 313 will be both denoted by the same reference I, II, III, hereinafter. Moreover, the aforesaid example will be discussed, separated into two cases. In a first case, a set air excess ratio of a fuel mixture supplied to an engine is erroneously shifted to a rich side from the stoichiometric value at the same rate in all the operational conditions I, II and III. This erroneous difference between the set value and the stoichiometric value will be called an initial difference, hereinafter. In a second case, a set A/F ratio of a fuel mixture is erroneously shifted to a rich side from the stoichiometric value only in the operational condition I, and it is correctly set at the stoichiometric value in both the operational conditions II and III. Referring at first to Figs. 12a to 12d, explanation will be made of the first case. In these drawings, Fig. 12a shows the change of the air excess ratio λ(thin line) and its mean value λ (thick line). The ordinate of this figure indicates a difference of the air excess ratio from the stoichiometric value in terms of percentage. Therefore, zero level in this figure represents that the air excess ratio remains at the stoichiometric value. Further, triangles shown in Fig. 12a indicate a timing of the learning operation to be executed in the respective operational conditions I, II and III. Fig. 12b shows the change of the correction coefficient KBLRC2(N,Q) stored in the areas I, II and III of the map 313, and Fig. 12c the change of the deviation coefficient KBLRC1 stored in the storage 315. As shown in the figures, KBLRC2(N,Q) and KBLRC1 are both zero in the initial state before the execution of the learning operation. Further, Fig. 12d shows the change of the learning correction value KBLRC as a summation of KBLRC1 and KBLRC2(N,Q). Also the ordinates of these figures indicate the difference from respective appropriate values in terms of percentage. When the engine l operates in the operational condition I as already mentioned, there occurs a difference between the mean value λ of the air excess ratio detected by the sensor 15 and the stoichiometric value, because the set A/F ratio in this operational condition has the aforesaid initial difference and both KBLRC1 and KBLRC2 are zero in the initial state before the execution of the learning operation of the first time. Assuming that the aforesaid initial difference is represented by d 1 (cf. Fig. 12a), d 1 is divided into two components da 1 and dx 1 in accordance with the predetermined learning gains K 2 and K 1 , as follows, when the timing of the learning operation comes: da 1 = d 1 ·K 2 and dx 1 = d 1 ·K 1 The component da 1 is stored as KBLRC2 in the area I of the map 313, and thereafter the content of the area I is maintained at da 1 , until the learning operation is executed in this operational condition next time (cf. Fig. 12b). The component dx 1 is stored as KBLRC1 in the storage 315, and after that, the content of the storage 315 is maintained at dx 1 , until the learning operation of the next time is executed irrespective of the operational condition (cf. Fig. 12c). Further, KBLRC2 stored in the area I of the map 313 will be represented as KBLRC2(I), hereinafter. The same is applied to KBLRC2 stored in the area II or III of the map 313, i.e., it will be represented as KBLRC2(II) or KBLRC2(III). Since the learning gains K 1 and K 2 are selected such that a summation thereof is equal to 1.0, the learning correction value dz 1 as KBLRC (cf. Fig. 12d), which is a summation of KBLRC1 and KBLRC2, becomes equal to the initial difference d 1 . After the learning operation, the A/F ratio of the fuel mixture supplied to the engine l is brought about at the stoichiometric value, because the A/F ratio feed-back control is carried out with the thus obtained correction value dz 1 (cf. Fig. 12a). Next, there will be discussed the case where the operation of the engine l is changed to the operational condition II, after the learning operation as mentioned above has been executed in the operational condition I. In this case, although KBLRC2(II) is zero before the execution of the learning operation in the operational condition II (cf. Fig. 12b), KBLRC1 in the storage 315 is already dx 1 , which has been obtained by the learning operation in the operational condition I (cf. Fig. 12c). Therefore, in this operational condition II, the correction value dz 2 as KBLRC (cf. Fig. 12d) is formed by only KBLRC1, i.e., dz 2 becomes equal to dx 1 . The set air excess ratio for this operational condition II is corrected by dz 2 . Since, as already described, also the set air excess ratio for this operational condition II has the initial difference d 1 shifted on the rich side, a difference d 2 occurring in this operational condition still remains between the corrected mean value λ of the air excess ratio and the stoichiometric value, even if the correction based on dz 2 is carried out. The difference d 2 is represented as follows: d 2 = d 1 - dz 2 = d 1 - dx 1 It will be apparent from the formula above that the difference d 2 in the operational condition II is smaller than d 1 in the operational condition I, as shown in Fig. 12a. Under the conditions as described above, if the learning operation (second time, but first time for the operational condition II) is carried out, the difference d 2 is divided into two components db 1 and dx 2 in accordance with the predetermined learning gains K 2 and K 1 , as follows: db 1 = d 2 ·K 2 and dx 2 = d 2 ·K 1 The component db 1 is stored as KBLRC2(II) in the area II of the map 313, and thereafter the content of the area II is maintained at db 1 , until the learning operation is executed in this operational condition next time (cf. Fig. 12b). On the other hand, the component dx 2 is added to dx 1 already stored in the storage 315 (cf. Fig. 12c). Therefore, new KBLRC2(II) and KBLRC1 are given by the following formula: The new KBLRC as a summation of KBLRC1 and KBLRC2(II) given by the above formulas becomes as follows, taking account of the formula (2) and the relationship of K 1 + K 2 = 1.0: In this manner, the learning correction value KBLRC becomes equal to the initial difference d 1 in the set air excess ratio. After the learning operation, therefore, the mean value λ of the air excess ratio becomes equal to the stoichiometric value with the thus obtained correction value KBLRC. Similarly, in the operational condition III, since KBLRC1 assumes the value dx 1 + dx 2 a difference d 3 in this operational condition becomes further smaller than d 2 in the operational condition II. If the learning operation (third time, but first time for the operational condition III) is executed in this operational condition III, KBLRC2(III) and an increment of KBLRC1 become dc 1 and dx 3 , respectively, both of which are, as apparent from Figs. 12b and 12c, smaller than the corresponding values in the operational condition II. In this manner, KBLRC2 stored in the respective areas of the map 313 becomes smaller and smaller. On the other hand, KBLRC1 stored in the storage 315 is accumulated every time of the learning operation so that it gradually increases to approach the initial difference d 1 . When the learning operation in the operational condition III is completed, KBLRC2(I), KBLRC2(II) and KBLRC2(III) stored in the areas I, II and III of the map 313 as well as KBLRC1 stored in the storage 315 are da 1 , db 1 and dc 1 as well as dx 4 , respectively. Under those conditions, let us assume that the operation of the engine l returns to the operational condition I, again. At this time, because KBLRC2(I) is kept as da 1 , notwithstanding that KBLRC1 increases as much as dx 4 , the correction value dz 4 as KBLRC, which is a summation of KBLRC1 and KBLRC2(I), becomes larger than the initial difference d 1 in this operational condition I. As a result, an over correction occurs in the mean value λ of the air excess ratio, as shown in Fig. 12a. An amount d 4 of the over correction, i.e. a difference in the mean value λ of the air excess ratio in this operational condition from the stoichiometric value, is represented as follows: Since d 1 is equal to da 1 + dx 1 , the formula (6) above is rewritten as follows: d 4 = - (dx 2 + dx 3 ) Under these conditions, if the learning operation is executed, the difference d 4 is at first divided into two components da 2 and dx 5 as shown in Figs. 12b and 12c in accordance with the learning gains K 2 and K 1 . These two components are expressed as follows: da 2 = d 4 ·K 2 and dx 5 = d 4 ·K 1 The thus obtained components are used in order to renew KBLRC1 and KBLRC2(I). Namely, the former as KBLRC1 becomes as follows: As apparent from the formula (9), KBLRC1 of this time does not become smaller than dx 1 resulted from the first time of the learning operation. Further, the latter as KBLRC2(I) becomes as follows: KBLRC2(I) = da 1 + da 2 Since da 2 has the sign opposite to that of da 1 , KBLRC2(I) becomes close to zero by da 2 . Accordingly, if the learning operation as mentioned above is repeated, KBLRC1 approaches d 1 , which is the initial difference of the air excess ratio existing in all the operational conditions of the engine l, and KBLRC2 approaches zero in all the operational conditions. For example, let us estimate the learning effect of KBLRC1 by three times of the learning operation as mentioned above, assuming that K 1 and K 2 are both equal to 0.5. As apparent from Fig. 12c, first of all, KBLRC1 is represented as follows: Further, there are the following relationships among d 1 , d 2 and d 3 ; d 2 = d 1 - d 1 ·K 1 = d 1 ·(1 - K 1 ) d 3 = d 2 - d 2 ·K 1 = d 1 ·(1 - K 1 ) 2 Therefore, the formula (11) above can be rewritten as follows: KBLRC1 = d 1 · 2K 1 - K 1 2 + K 1 ·(1 - K 1 ) 2 Substituting K 1 = K 2 = 0.5 into the formula (12), there is obtained KBLRC1 = 0.875 x d 1 . From this, it is understood that 87.5% of the initial difference d 1 in the set air excess ratio can be corrected in all the operational conditions by three times of the learning operation. Referring next to Figs. 13a to 13d, there will be discussed the second case, in which an initial difference in the set air excess ratio exists only in the operational condition I and no initial difference in the operational conditions II and III. Since Figs. 13a to 13d correspond to Figs. 12a to 12d, respectively, explanation of further details thereof is omitted. As already described, in this second case, only a set air excess ratio for the operational condition I has an initial difference and air excess ratios for the operational conditions II and III are set at the stoichiometric value. Therefore, when the operation of the engine l is in the operational condition I, there occurs a difference between the mean value λ of the air excess ratio detected by the sensor 15 and the stoichiometric value, because the coefficients KBLRC1 and KBLRC2 are both zero in the initial state before the execution of the learning operation. Assuming that the aforesaid initial difference is represented by d₁₁ (cf. Fig. 13a), it is divided into two components da₁₁ and dx₁₁ in accordance with the predetermined learning gains K 2 and K 1 , as follows: da₁₁ = d₁₁·K 2 and dx₁₁ = d₁₁·K 1 When the learning operation of the first time is executed, the thus obtained da₁₁ is stored as KBLRC2(I) in the area I of the map 313 and thereafter maintained, until the learning operation is executed in this operational condition next time (cf. Fig. 13b). The obtained dx₁₁ is stored as KBLRC1 in the storage 315 and thereafter maintained until the learning operation of the next time is executed irrespective of the operational condition. After the learning operation (first time), dz₁₁ as the learning correction value KBLRC is got by a summation of da₁₁ and dx₁₁ (cf. Fig. 13d). The A/F ratio of the fuel mixture supplied to the engine l is brought about at the stoichiometric value, because the A/F ratio feed-back control is carried out with the correction value dz₁₁ (cf. Fig. 13a). Thereafter, the operation of the engine l changes to the operational condition II. Here, it is to be noted that, as already described, there is no initial difference in the operational condition II in this second case. Further, dz₁₂ as the learning correction value KBLRC (cf. Fig. 13d) becomes equal to dx₁₁, because KBLRC2(II) still remains zero before the execution of the learning operation in this operational condition (cf. Fig. 13b). If the A/F ratio feed-back control is carried out with the air excess ratio corrected by dz₁₂, though it has been set properly at the stoichiometric value, an over correction occurs in the mean value λ of the air excess ratio (cf. Fig. 13a). A difference d₁₂, which results from the over correction, is represented as follows: d₁₂ = 0 - dz₁₂ = - dx₁₁ = - d₁₁·K 1 When the learning operation in this operational condition II is executed, the difference d₁₂ is divided into two components db₁₁ and dx₁₂ in accordance with the predetermined learning gains K 2 and K 1 , as follows: db₁₁ = d₁₂·K 2 and dx₁₂ = d₁₂·K 1 Therefore, KBLRC1 and KBLRC2(II) after the learning operation (second time, but first time for the operational condition II) becomes, as follows: Next, the operation of the engine l is further changed to the operational condition III, in which there is no initial difference similarity to the case of the operational condition II as already described. Therefore, an over correction in the mean value λ of the air excess ratio occurs also in this operational condition, because of dx₁₂ as KBLRC1. A difference d₁₃ in the mean value λ of the air excess ratio from the stoichiometric value, which is based on the over correction, becomes as follows: When the learning operation (third time, but first time for the operational condition III) is executed in this operational condition, the difference d₁₃ is divided into the following two components in accordance with the predetermined learning gains K 2 and K 1 : dc₁₁ = d₁₃·K 2 and dx₁₃ = d₁₃·K 1 Accordingly, KBLRC1 and KBLRC2(III) after the learning operation becomes as follows: In this manner, KBLRC1 becomes smaller and smaller every time of the learning operation as mentioned above, as shown in Fig. 13c. Assuming that, under these conditions, the operation of the engine l changes to the operational condition I again, an under correction occurs, as shown in Fig. 13a, because this operational condition I still has the initial difference d₁₁ and nevertheless KBLRC1 has been made very small. A difference d₁₄ caused by the under correction is represented as follows: If, therefore, the learning operation is executed again in this operational condition, KBLRC1 and KBLRC2(I) becomes as follows: Here let us estimate the learning effect concerning KBLRC2(I) after the execution of the second time of the learning operation, assuming that K 1 and K 2 are both equal0.5. The formula (24) is rewritten, as follows: Substituting K 1 = K 2 = 0.5 into the formula (25) above, a value of KBLRC2(I) becomes 0.6875 x d₁₁. This means that about 69% of the initial difference d₁₁ stored in the area I of the map 313 is corrected by two times of the learning operation. In this manner, the appropriate renewal of the A/F ratio correction coefficient KBLRC2 in the map 313 and the A/F ratio deviation coefficient KBLRC1 in the storage 315 can be performed by only a few times of the learning operation. The embodiment described above is advantageous especially in the following. As already described, when an automobile travels in a mountain district, there is the case where the height of a road changes widely and the atmospheric pressure changes accordingly. If, in such case, the atmospheric pressure changes very frequently, there increases a chance that the automobile travels with a fuel mixture of an inappropriate A/F ratio supplied. This results from the fact that an A/F ratio is determined by retrieving an A/F ratio correction map, in which only data for the A/F ratio correction obtained by the past learning operation are stored. Many of such data are based on a travel in a low land. Therefore, every time when an automobile traveling in a mountain district encounters new circumstances, data to be stored in a corresponding area of an A/F ratio correction map must be renewed by the learning operation in response to the new circumstances. In a conventional control apparatus, an appropriate A/F ratio can not be obtained until the renewal of the A/F ratio correction map is completed. However, a quick and exact correction of an A/F ratio can be achieved by the learning operation according to the present embodiment, without waiting the completion of the renewal of an A/F ratio correction map. As a result, the A/F ratio of the fuel mixture can be prevented from becoming inappropriate. By the way, in the embodiment mentioned above, the compensation of an A/F ratio based on the height difference was achieved as the result of the renewal of an A/F ratio correction map by the learning operation. However, an engine is often operated with an A/F ratio intentionally averted from the stoichiometric value, when an automobile travels upward or downward on a sloping road. In such a case, it is rather preferable to correct an A/F ratio on the basis of the height difference directly detected. Referring next to Fig. 14, explanation will be given of another embodiment, in which the height difference is detected from an operational state of an engine and a detecting error is prevented from diverging. Similarly to the first embodiment described above, in this embodiment, an intake air amount is calculated from the rotational speed N obtained on the basis of the crank angle signals from the sensor 19 and the throttle opening signal ϑ th from the sensor 11, and a preliminary fuel supply amount is determined on the basis of the thus obtained intake air amount. Further, the preliminary fuel supply amount is subject to various correction, including the correction based on the A/F ratio detected by the sensor 15, whereby a final fuel supply amount is determined and the fuel injection is carried out accordingly. In addition thereto, this embodiment is provided with the following function. In Fig. 14 there is shown a functional block diagram of the function to be executed by the control unit 21 in accordance with this embodiment. For this function, there is provided map 1401 for obtaining a real driving force available for moving an automobile. Assuming that a driving force produced by an engine is indicated by F and a running resistance of the automobile by F L , a real driving force F R is represented as follows: F R = F - F L The driving force F can be determined in advance as one of performances of an automobile on the basis of a rotational speed N of the engine l, a load thereof and a gear position of a transmission. Since, therefore, the running resistance F L is also obtained in advance experimentally and empirically, the real driving force F R can be obtained in advance as a function of a rotational speed N of the engine l, a load thereof and a gear position of a transmission. Therefore, the map 1401 includes plural tables corresponding to gear positions of a transmission, one of which can be selected in response to a transmission position signal, which is produced by a known sensor (not shown) installed to the transmission. Each table of the map 1401 has plural areas capable of being designated by a rotational speed N of the engine l and a load thereof. In each of the plural areas, there is stored a real driving force of an automobile obtained in a manner as mentioned above. During the control, therefore, a real driving force F R can be obtained quickly by retrieving the table selected by the transmission position signal in accordance with an engine rotational speed signal and an engine load signal. Next, a gradient of a sloping road is calculated on the basis of the thus obtained real driving force F R (cf. block 1043). This calculation is based on the following known principle. Assuming that various forces acting on an automobile exist in equilibrium, when the automobile runs on an uphill slop, as shown in Fig. 15, the following formula is established: αM = F - F L - g·M·sinϑ wherein M: weight of an automobile, g: gravitational acceleration, α: acceleration of the automobile, and ϑ: gradient of a sloping road. Therefore, the gradient of the sloping road can be obtained as follows: sinϑ = (F R - α·M)/g·M The acceleration α of the automobile used in the formula above can be obtained by differentiating the speed of the automobile with respect to time. The speed of the automobile is obtained on the basis of the crank angle signal produced by the sensor 19. The thus obtained gradient sinϑ is integrated by a travel distance, whereby a height difference can be obtained (cf. block 1405). The travel distance is easily obtained by a travel distance meter usually provided in an automobile. After the height difference is obtained, a correction factor based thereon is determined. The determination of this factor is carried out by using a height difference correction table (cf. block 1407). The characteristics of this table is shown in Fig. 16. As shown by a broken line in Fig. 16, as a traveling position of an automobile becomes higher than a present position (height difference = 0), a density of air decreases, whereby a fuel mixture is made relatively rich as much. Therefore, the correction based on the height difference is carried out such that the mixture is made lean by an A/F ratio commensurate with the change of the density of air, i.e., the height difference. Accordingly, the characteristics of the table 1407 has the decreasing trend with respect to the height difference, as shown by a solid line in Fig. 16. In the following, further detailed description will be made of a processing operation to be executed by the control unit 21, referring to Fig. 17 showing a flow chart of this processing operation. After start of the processing operation, signals of a gear position of a transmission and a rotational speed of the engine l are read at steps 1701 and 1702. Further, based thereon, a load L E of the engine l and an acceleration of the automobile are calculated at steps 1703 and 1704. Next, at step 1705, it is discriminated whether or not the A/F ratio feed-back control is possible. As already described, there is a specific region of the operational condition, in which the A/F ratio feed-back control is possible. An example thereof is shown in Fig. 18. As apparent from the figure, the feed-back control region can be judged by the rotational speed of the engine l and the load thereof. If the discrimination at step 1705 is affirmative, the A/F ratio feed-back control is executed at step 1706. On the basis of the result thereof, the correction value is renewed at step 1707. Thereafter, the accumulated value of the height difference is cleared at step 1708. This is because when the correction value is renewed, a position of the automobile at that time is made a reference position (height difference = 0) in the height difference correction table (cf. Fig. 16). Further, at step 1709, the correction factor based on the height difference is cleared, too, because an amount to be corrected based on the height difference is included in the correction value renewed at step 1707. After that, a fuel supply is carried out at step 1714, and the processing operation returns to the beginning. On the contrary, if it is discriminated at step 1705 that the A/F ratio feed-back control is impossible, the real driving force map is retrieved at step 1710, whereby the real driving force at that time is obtained. Further, the travel distance is read at step 1711. Then, the gradient of a sloping road is at first calculated in accordance with the aforesaid formula (28) on the basis of the thus obtained real driving force and the acceleration already calculated at step 1704. At step 1712, the height difference H D is calculated by integrating the gradient with respect to the travel distance read at step 1711. On the basis of the thus obtained height difference, the height difference correction table is retrieved at step 1713, whereby a correction factor based on the height difference can be obtained. Although there are shown succeeding steps 1715, 1716 and 1718, these steps will be explained later. The thus obtained correction factor is added to the learning correction value already described, and a final correction coefficient is determined. Then, the fuel injection is carried out at step 1714 in response to the fuel supply amount corrected by the final correction coefficient. Thereafter, the processing operation returns to step 1701. According to this embodiment, the correction can be carried out based on the height difference without using any special sensor for detecting an atmospheric pressure, whereby a fuel mixture of the appropriate A/F ratio can be supplied in response to the height of a traveling position of an automobile. Further, according to the embodiment, since a map is used in order to determine a real driving force acting on an automobile at that time, the processing for the height difference correction is executed very quickly and therefore the good controllability can be easily achieved. Moreover, in this embodiment, a correction factor is determined on the basis of the height difference between the present position of an automobile and the position thereof, at which the correction factor was obtained last time. Namely, the renewal of a correction factor according to the embodiment is based on the relative height difference. Since, however, the height difference is cleared every time when the operation of the engine l falls into the condition, in which the A/F ratio feed-back control is possible, the renewal of a correction factor can be achieved exactly to the same extent as that based on the absolute height difference. In the embodiment described above, however, a correction factor based on the height difference is renewed by an open loop A/F ratio control. With such an open loop control, the following disadvantage may occur. Namely, when a calculated height difference shows an abnormal value because of some reasons, including a malfunction of the control loop, such an abnormality can not be recognized. Although the weight M of an automobile and the real driving force F R in the formula (28) were treated as being constant, they are not always constant actually. The weight M of an automobile changes in accordance with the number of passengers within the automobile, and also the real driving force F R is different for every automobile and also varies in accordance with traveling circumstances. As a result, an error may be included in the calculation of the gradient of a sloping road. Then, the processing composed of steps 1715, 1716 and 1718 is further added in the flow chart of Fig. 17, in order to solve the aforesaid disadvantage. Namely, in an improvement, it is at first discriminated at step 1715 whether or not the height difference H D calculated at step 1712 continuously changes to reach a predetermined value H DO , for example 500 m. If H D does not yet reach the predetermined value H DO , the processing operation goes to step 1714, at which the predetermined amount of fuel is supplied. Otherwise, the processing operation goes to step 1716 added by this improvement, at which it is further discriminated whether or not the engine load L E calculated at step 1703 is larger than a predetermined value L EO . If L E is smaller than L EO , the processing operation goes to step 1714, at which the predetermined amount of fuel is supplied. If L E exceeds L EO , the processing operation jumps back to step 1760, after a reference A/F ratio is changed over to the stoichiometric A/F ratio at step 1718. As a result, the A/F ratio feed-back control based on the output signal from the oxygen sensor 15 is initiated to thereby execute the learning operation in the same manner as already described. Thereafter, the predetermined amount of fuel is supplied at step 1714. In this case, however, there is provided step 1719 after step 1709, at which the A/F ratio provisionally set at the stoichiometric value at step 1718 is returned to the original reference A/F ratio. According to this improved embodiment, even if an automobile continuously runs on a sloping road for long time, it can be prevented that an abnormality occurs in the correction operation of the A/F ratio, which is caused by an accumulated error in the detection of the height difference.

Claims: A method for controlling fuel supply to an internal combustion engine comprising the following steps: detecting operational conditions of the engine (l), including at least the rotational speed (N), the load (Q) of the engine (l) and the air/fuel (A/F) ratio of the fuel mixture supplied to the engine (l) detected by an oxygen sensor (15); calculating a preliminary amount (Ti″) of fuel to be supplied to the engine (l) on the basis of the operational conditions thereof; retrieving a correction map (KFLAT-TABLE) provided in a memory (25, 27) in response to the operational conditions of the engine (l) to obtain a correction value (KFLAT(N, Q)); the map having plural storage areas, each capable of being designated by the respective operational conditions (N, Q) of the engine (l), for storing correction values; determining a final amount (Ti′) of fuel of be supplied to the engine (l) by correcting the preliminary fuel supply amount (Ti″) on the basis of the correction value (KFLAT(N, Q)) obtained by the retrieving step; obtaining a difference between the A/F ratio detected by the oxygen sensor (15) and a reference A/F ratio set for the A/F ratio feed-back control; and storing and accumulating data based on the A/F ratio difference in the correction map (KFLAT-TABLE) to renew the correction value (KFLAT (N, Q) ), when the engine (l) falls into the A/F ratio feed-back control, providing an additional storage (315) in the memory (25, 27), characterized in that there are further included the steps of: dividing the A/F ratio difference into two components of an ratio correction coefficient (KBLRC2) and a second part (dxi, i=1, 2, 3, ... ) in accordance with a predetermined gain, storing the A/F ratio correction coefficient (KBLRC2) in an area of the correction map (KFLAT-TABLE) designated by an engine operational condition at that time and accumulating the second part (dxi) to the additional storage (315) as an A/F deviation coefficient (KBLRC1), and applying a summation of the A/F ratio correction coefficient (KBLRC2) and the A/F ratio deviation coefficient (KBLRC1) as the correction value (KFLAT(N, Q)). A method according to claim 1, characterized in that a number of times of renewal of the correction coefficient (KBLRC) stored in an area of the correction map (KFLAT-TABLE) is counted and the gains for dividing the difference are changed over in accordance with the counted number of times of renewal of the correction coefficient (KBLRC). A method according to claim 2, characterized in that when the number of times of renewal is larger than a predetermined value, a first set of the gains are used and when the number of times of renewal is smaller than the predetermined value, a second set of the gains are used, which is different from the first set of the gains. A method according to claim 2, characterized in that the correction map (KFLAT-TABLE) comprises a correction value map (313) and a counter map (313′), both of which have a plurality of storage areas corresponding to each other and capable of being designated by the operational condition of the engine (1), wherein the correction value map (313) stores the A/F ratio correction coefficients (KBLRC2) and the counter map (313′) stores a number of times of renewal of an A/F ratio correction coefficient (KBLRC2) of a corresponding area of the correction value map (313). A method according to claim 1, characterized by the following steps in order to further correct the correction value: retrieving a real driving force map (1401) stored in the memory in response to the operational condition of the engine (1) to obtain a real driving force (F R ) available at that time, said real driving force map (1401) having plural storage areas, capable of being designated by the operational condition of the engine (1), each storage area storing a real driving force (F R ) available for travelling of an automobile in the respective operational condition; calculating (1403) a gradient (ϑ) of a sloping road, on which the automobile is now travelling, on the basis of the real driving force (F R ) and an acceleration (α) acting on the automobile; calculating (1405) a height difference of a travelling position of the automobile on the basis of the gradient (ϑ) of the road and a running distance of the automobile; and obtaining (1713) a correction factor for further correcting the correction value in accordance with the height difference. A method according to claim 5, characterized in that the real driving force map (1401) comprises plural tables, each of which has the plural storage areas, capable of being designated by the operational condition of the engine, for each storing a real driving force (F R ), in which one of the tables is selected in response to a gear position of a transmission. A method according to claim 5, characterized in that every time when the calculated height difference reaches a predetermined value, a correction factor being obtained at that time is cleared after the correction value is corrected on the basis of the correction factor. An apparatus for controlling fuel supply to an internal combustion engine, comprising: an operational condition sensor for detecting an operational condition of the engine, including at least a rotational speed (N) of the engine, a load (Q) and an oxygen sensor (15) for detecting an air/fuel (A/F) ratio of a fuel mixture supplied to the engine (1); and a control unit (21) comprising: means for calculating a preliminary amount of fuel to be supplied to the engine (1) on the basis of the operational condition of the engine; means for retrieving a correction map (KFLAT-TABLE) provided in a memory (25, 27) of the microprocessor in response to the operational condition of the engine (l) to obtain a correction value (KFLAT (N, Q)); the map having plural storage areas, capable of being designated by the operational condition of the engine (l), for storing correction values; means for determining a final amount (T i′ ) of fuel to be supplied to the engine (1) by correcting the preliminary fuel supply amount (T i″ ) on the basis of the correction value (KFLAT (N, Q)) obtained by the retrieval step; means for obtaining a difference between an A/F ratio detected by said oxygen sensor (15) and a reference A/F ratio set for the A/F ratio feed-back control; and means for storing and accumulating data based on the A/F ratio difference in the correction map (KFLAT-TABLE) to renew the correction value (KFLAT (N, Q)), when the engine (1) falls into the A/F ratio feed-back control, additional storage (315) in the memory (25, 27), characterized in that the control unit (21) comprises: means for dividing the A/F ratio difference into two components of a ratio correction coefficient (KBLRC2) and a second part (dxi, i=1, 2, ,3, ...) in accordance with a predetermined gain, means for storing the A/F ratio correction coefficient (KBLRC2) in an area of the correction map (KFLAT-TABLE) designated by an engine operational condition at that time and accumulating the second part (dxi) to the additional storage (315) as an A/F deviation coefficient (KBLRC1), and means for applying a summation of the A/F ratio correction coefficient (KBLRC2) and the A/F ratio deviation coefficient (KBLRC1) as the correction value (KFLAT (N, Q)). A fuel supply control apparatus for an internal combustion engine according to claim 8, characterised in that means for counting a number of times of renewal of the correction coefficient (KBLRC) stored in an area of the correction map (KFLAT-TABLE) is counted and means for changing over the gains for dividing the difference in accordance with the counted number of times of renewal of the correction coefficient (KBLRC). A fuel supply control apparatus for an internal combustion engine according to claim 9, characterised by means for using a first set of the gains when the number of times of renewal is larger than a predetermined value, and means for using a second set of the gains when the number of times of renewal is smaller than the predetermined value, which is different from the first set of the gains. A fuel supply control apparatus for an internal combustion engine according to claim 9, characterized in that the correction map (KFLAT-TABLE) comprises a correction value map (313) and a counter map (313′), both of which have a plurality of storage areas corresponding to each other and capable of being designated by the operational condition of the engine, wherein the correction value map (313) stores the A/F ratio correction coefficients (KBLRC2) and the counter map (313′) stores a number of times of renewal of an A/F ratio correction coefficient (KBLRC2) of a corresponding area of the correction value map (313). A fuel supply control apparatus for an internal combustion engine according to claim 8, characterized in that the control unit (21) is provided with a real driving force map (1401) in the memory thereof, which has plural storage areas, capable of being designated by the operational condition of the engine, for each storing a real driving force (F R ) available for travelling of an automobile in the respective operational condition, and comprises: means for retrieving the real driving force map (1401) in response to the operational condition of the engine (l) to obtain a real driving force (F R ) available at that time; means for calculating a gradient (ϑ) of a sloping road, on which the automobile is now travelling, on the basis of the real driving force (F R ) and an acceleration (α) acting on the automobile; means for calculating a height difference of a travelling position of the automobile on the basis of the gradient (ϑ) of the road and a running distance of the automobile; and means for obtaining a correction factor for further correcting the correction value in accordance with the height difference. A fuel supply control apparatus for an internal combustion engine according to claim 12, characterized in that the real driving force map (1401) comprises plural tables, each of which has the plural storage areas, capable of being designated by the operational condition of the engine, for each storing a real driving force (F R ), in which one of the tables is selected in response to a gear position of a transmission. A fuel supply control apparatus for an internal combustion engine according to claim 12, characterized by means for clearing a correction factor being obtained every time when the calculated height difference reaches a predetermined value after the correction value is corrected on the basis of the correction factor.

Inventors: KAMETA, KATSUNOBU, KIKUCHI, TAKESHI, MORITA, KIYOMI, TANABE, YOSHIYUKI
Applicants: HITACHI AUTOMOTIVE ENGINEERING CO., LTD., HITACHI, LTD.
Application year: 1989
Main classification: F02D41
IPC codes: F02D41, F02D45