An air-fuel ratio control device for an engine

Abstract: An air-fuel ratio control device for an engine, by which the air-fuel ratio of the air-fuel mixture supplied to the engine is changed. The device set the air-fuel ratio to a lean mixture when the engine load is lower than a set load value and predetermined set speed, and when the engine load become higher than the set load value, or the engine speed exceeds the set speed, the device switches the air-fuel ratio from a lean mixture to a rich mixture to obtain higher engine output. The set load value is varied in accordance with the engine speed such that it is reduced as the engine speed is increased.

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air-fuel control device for an engine which can be operated on an air-fuel mixture having either a rich or a lean air-fuel ratio. 2. Description of the Related Art Engines operated on a lean air-fuel mixture having an air-fuel ratio higher than a stoichiometric ratio in the main operating range are known as lean burn engines. These lean burn engines are usually operated on a lean air-fuel mixture and are switched to operation on a rich air-fuel mixture when an acceleration or a high load operation is required. Some lean burn engines are also equipped with swirl control valves, to thereby obtain a better combustion of the lean air-fuel mixture, and usually, these engines are provided with two inlet air passages for each engine cylinder; one leading to a helical inlet port of the cylinder, which generates a swirl of the inlet air therethrough in the cylinder, and the other leading to a conventional low pressure drop straight type inlet port. The swirl control valve is provided in the inlet air passage of the straight port, for blocking the air passage in accordance with the load condition of the engine. For example, when the engine is operated at a low speed and low load, the swirl control valve is closed to block the inlet air passage to the straight port, and the amount of fuel injected and the ignition timing are adjusted to obtain a lean air-fuel mixture operation. When the air passage to the straight port is blocked, all of the inlet air to the engine flows into the engine cylinder through the swirl inlet port, and, thus, a strong swirl of an air-fuel mixture is generated within the cylinder, and a stable combustion can be obtained with a lean air-fuel mixture. When the engine is operated at a high load, high speed condition, the swirl control valve is opened to allow inlet air to flow into the cylinder through the low pressure drop straight port, and the amount of fuel injected and the ignition timing are adjusted to obtain a rich (or stoichiometric) air-fuel mixture. Accordingly, the engine output is increased due to the increased inlet air flow and richer air-fuel mixture. This type of engine is disclosed, for example, by Japanese Unexamined Patent Publication No. 60-237140. In this engine, the switching of the swirl control valve and the air-fuel ratio is initiated by the degree of opening of the throttle valve; i.e., when the degree of opening of the throttle valve becomes larger than a predetermined value, the swirl control valve is opened and the air-fuel ratio is adjusted to obtain a rich mixture. Typically, the operation of the swirl control valve and switching of air-fuel ratio are controlled by parameters representing an engine load (such as the degree of opening of the throttle valve) or engine speed, or both. Figure 7 is a diagram indicating a typical operation mode of the engine. As shown in Fig. 7, the engine operation mode is switched to a rich mixture mode in which the swirl control valve is opened, and the amount of the fuel injected and the ignition timing are adjusted to a rich air-fuel mixture operation when the degree of opening of the throttle valve SV becomes larger than a predetermined value SV₀, or the engine speed NE becomes higher than a predetermined value NE₀. Due to the current demands for a low fuel consumption, it is desired to broaden the range of a lean air-fuel mixture, as shown in the typical example in Fig. 7, in which the predetermined value SV₀ for the degree of opening of the throttle valve is set to 60 - 80%, and the predetermined value NE₀ for the engine speed is set to about 4000 rpm. In the lean mixture operation, in which the swirl control valve is closed, however, the volume of the inlet air flow is much lower than in a rich mixture operation, because all of the inlet air flows into the cylinder through the swirl inlet port, and thus a higher pressure loss occurs than in the straight type port. Also the engine output torque per unit inlet air volume is lowered due to the lean air-fuel ratio of the mixture, and, accordingly, a torque generated by the engine becomes low during the lean mixture operation. Therefore, to obtain the same rate of acceleration, the driver must depress the accelerator pedal by a larger amount during the lean mixture operation than during a rich mixture operation. Namely, if an acceleration is required when the engine speed is close to NE₀ (points A and B in Fig. 7), the amount of depression of the accelerator pedal is larger at point A (ΔSV₁ in Fig. 7) than at point B (ΔSV₂ in Fig. 7), even if the loads and the speeds of the engine before the start of the acceleration are almost the same at points A and B. This difference in the operation is confusing to the driver of the vehicle, and, further, since an acceleration is frequently required in the middle engine speed range, i.e. close to NE₀ , the frequent occurrence of this difference in operation of the accelerator pedal causes the driver to become uneasy. To solve this problem, it is possible to set the SV₀ and NE₀ to lower values, so that the engine is always operated on the rich mixture in the operation range in which acceleration is frequently required. But this broadens the range of the rich mixture operation, and thus the fuel consumption of the engine is worsened because the engine is operated more frequently in the rich mixture mode. Furthermore, from document WO-A-8908777, a method and a system for adjusting the lambda value of an air/fuel mixture are known, wherein an engine is operated with a lean air-fuel mixture in a lower engine load range and with a stoichiometric air-fuel mixture in an upper engine load range. A position threshold value is given and the actual acceleration pedal position is detected within on depression of the pedal. From a predetermined number of accelerator pedal depression cycles having a duration given by the time between subsequent accelerator pedal position changes, the mean values of the position threshold value and the accelerator pedal position are determined and compared. Dependent on the comparison result and the engine speed, the throttle flap opening angle is adjusted accordingly on the basis of a set of prestored numeric values, so that the air-fuel mixture is altered dependent on the accelerator pedal position and the engine rotational speed. SUMMARY OF THE INVENTION An object of the present invention is to solve the aforementioned problem by providing an air-fuel ratio control device which ensures a good acceleration in a speed range near to the upper speed limit of the lean mixture operation mode range, without worsening the fuel consumption. According to the present invention, an air-fuel ratio control device for an engine is provided, comprising means for detecting a load of the engine, means for detecting a speed of the engine, operation mode selecting means for selecting operation modes of said engine, said operation mode selecting means selecting a rich mixture operation mode in which said engine is operated on a rich air-fuel mixture having an air-fuel ratio lower than or equal to a stoichiometric ratio when the load of the engine is higher than a set load value, and said operation mode selecting means selecting a lean mixture operation mode in which said engine is operated on a lean air-fuel mixture having an air-fuel ratio higher than the stoichiometric ratio when said engine load is lower than or equal to said set load value, air-fuel ratio setting means for adjusting the air-fuel ratio in accordance with said operation mode selected by said operation mode selecting means, load value setting means for setting said set load value in accordance with the engine speed, characterized in that said operation mode selecting means select said rich mixture operation mode when the engine speed is higher than a predetermined set speed, and said load value setting means set said set load value so that said set load value is reduced as the engine speed is increased and approaches said predetermined set speed. The present invention will be better understood from the description of a preferred embodiment of the invention set forth below, together with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematically illustrated view of an engine; Fig. 2 is a diagram illustrating the relationship between the negative pressure in the inlet air surge tank and the engine speed; Fig. 3 is a flow chart of the routine for selecting the operation mode of the engine; Fig. 4 is a flow chart of the routine for actuating the swirl control valve in accordance with the selected operation mode; Fig. 5 is a flow chart of the routine for - determining the amount of fuel to be injected in accordance with the selected operation mode; Fig. 6 is a flow chart of the routine for adjusting the ignition timing in accordance with the selected operation mode; and, Fig. 7 is a diagram illustrating the relationship between the operation modes and the engine load in the prior art. DESCRIPTION OF A PREFERRED EMBODIMENT Figure 1 illustrates an embodiment of the air-fuel ratio control device according to the present invention. Referring to Fig. 1, reference numeral 10 represents a cylinder block of an engine, and 12 is a cylinder bore. As shown in the figure, each cylinder of the engine is provided with two intake ports 12a, 12b and two exhaust ports 14a, 14b, and inlet valves 16a, 16b and exhaust valves 18a, 18b are provided at the respective ports 12a, 12b and 14a, 14b. The first inlet port 12a is formed as a helical port which deflects the inlet air flow to thereby generate a swirl in the cylinder. The second inlet port 12b is formed as a conventional straight type inlet port. The inlet ports 12a and 12b are connected to a surge tank 22 and a throttle valve 24 via an intake air passage 20, and a fuel injector 26 is mounted on the intake air passage 20 near each cylinder. The exhaust ports 14a and 14b are connected to an exhaust manifold 28. Reference numeral 30 represents a distributor which supplies high voltage electricity to spark plugs (not shown) at the respective cylinders. Each straight type inlet port 12b is equipped with a swirl control valve 32 which is in either the open or closed portion. When the swirl control valve 32 is in the closed portion, the straight port 12b is closed and all of the inlet air flows into the engine cylinder through the helical port 12a. Accordingly, the inlet air flow forms a strong swirl in the engine cylinder, and thus a stable combustion of the lean air-fuel mixture can be obtained. Conversely, when the swirl control valve 32 is in the open position, the inlet air flows into the cylinder through both of the inlet ports 12a, 12b, whereby the volume of the inlet air is increased. The swirl control valve 32 comprises a valve plate 32a connected to an actuator 38 via a lever 34 and a rod 36. The actuator 38 comprises a diaphragm 40, and spring 41 biasing the diaphragm 40 downward. When a negative pressure is introduced to the upper side of the diaphragm 40, the diaphragm 40 and the rod 36 are moved upward against the force of the spring 41 and the swirl control valve 32 is moved to the open position. Conversely, when the atmospheric pressure is introduced to the upper side of the diaphragm 40, the swirl control valve 32 is urged downward to the closed position, by the spring 41. The chamber formed at the upper side of the diaphragm 40 is connected to the pressure port 22 a formed on the surge tank 22 via a timing control valve 42, a solenoid operated three-way valve 44, and a check valve 46. The timing control valve 42 includes an orifice 42a and a check valve 42b arranged in parallel to each other. The timing control valve 42 maintains the opening speed of the swirl control valve 32 at an appropriate level by controlling the speed of the introduction of the atmospheric air to the upper side of the diaphragm 40. The check valve 46 maintains the negative pressure on the upper side of the diaphragm 40 when the pressure in the surge tank 22 becomes higher. The solenoid operated three way valve 44 comprises three ports 44a, 44b and 44c. When the solenoid is de-energized, the port 44a is communicated with the port 44c, and the upper side of the diaphragm 40 is open to the pressure port 22a of the surge tank 22. On the other hand, when the solenoid is energized, the port 44a is communicated to the port 44b, and the upper side of the diaphragm 40 is open to the atmosphere, through a filter 48 and the orifice 42a of the timing control valve 42. An electronic control unit 50 is provided to control the swirl control valve 32 by energizing and de-energizing the solenoid of the three way valve 44. The electronic control unit 50 is constructed as a digital computer which comprises a ROM (read only memory) 52, a RAM (random access memory) 53, a CPU (central processing unit) 54, an input port 55 and an output port 56. The ROM 52, the RAM 33, the CPU 54, the input port 55 and the output port 56 are interconnected by a bidirectional bus 51. The electronic control unit 50 also controls the amount of fuel injected by a fuel injector 26 and the ignition timing. Accordingly, the output port 56 of the electronic control unit 50 is connected to the fuel injector 26 and the solenoid operated three way valve 44, via a corresponding drive circuit 60 and 61, and to the distributor 30 via an ignition circuit 62. An absolute pressure sensor 72, which generates an output voltage proportional to the absolute pressure PM in the surge tank 22, is mounted on the surge tank 22, and the output voltage of the absolute pressure sensor 72 is input to the input port 55 via an AD convertor 64. Crank angle sensors 74 and 76 are mounted on the distributor 30. The first crank angle sensor 74 detects a reference position of the crank shaft rotation and generates a pulse signal at, for example, each 720 degrees rotation of the crank shaft. The second crank angle sensor 76 detects the rotation angle of the crank shaft and generates a pulse signal at, for example, each 30 degrees rotation of the crank shaft. The outputs of the crank angle sensors 74, 76 are input to the input port 55, and the engine speed NE is calculated from the pulse output by the crank angle sensor 76 to the CPU 54. A throttle sensor 79 is mounted on the throttle valve 24 and generates an output voltage proportional to the degree of opening of the throttle valve 24. The output of the throttle sensor 79 is input to the input port 55 via an AD converter 65. A coolant temperature sensor 84, which generates an output voltage proportional to the cooling water temperature, is mounted on the engine. The output of the coolant temperature sensor 84 is input to the input port 55 via AD converter 66. Figure 2 illustrates the relationship between the operation modes and the engine load. In the figure, ΔPM represents a negative pressure in the surge tank 22 (i.e., atmospheric pressure minus absolute pressure PM in the surge tank 22). The negative pressure in the surge tank has a close relationship with the engine load, and the ΔPM becomes low (i.e., absolute pressure in the surge tank PM becomes high) as the engine load becomes high. In this embodiment, the negative pressure ΔPM is used as a parameter representing the engine load. According to the present invention, the engine is operated in the rich mixture operation mode when the engine load is higher than or equal to the set load value, and is operated in the lean mixture operation mode when the load is lower than the set load value. In this embodiment, the set value of the engine load is represented by the negative pressure ΔPM in the form of four lines I-II, II-III, III-IV, IV-V as shown in Fig. 2. The setting value of ΔPM becomes higher as the engine speed approaches NE₀ (note that the vertical axis represents -ΔPM, and lower points in the figure indicate higher ΔPM values). As shown in the figure, when the engine speed becomes higher than the value NE₀, the ΔPM setting value becomes very high, and, accordingly, corresponds to a zero engine load. Therefore, when the engine speed exceeds NE₀, the operation mode of the engine is switched to the rich mixture operation mode regardless of the engine load (i.e., the negative pressure ΔPM in the surge tank). In this embodiment, the line I-II is parallel to the horizontal axis and intersects the vertical axis at ΔPM=0. ΔPM₁ , ΔPM₂, and NE₀ - NE₂, which define the points II-V, are as follows: ΔPM₁ = 50 mmHg, ΔPM₂ = 150 mmHg, NE₀ = 4000 rpm, NE₁ =3800 rpm, NE₂ = 3600 rpm As a result of the above setting of the operation mode, the operation mode is switched to the rich mixture operation by a smaller amount of depression of the accelerator pedal (see points A and A' in Fig. 2), and, accordingly, a faster acceleration is obtained by a smaller amount of depression of the accelerator pedal, and, thus, any adverse effect on the drivability is lessened. In this embodiment, the range of the lean mixture operation mode is narrower by the hatched area shown in Fig. 2, in comparison to the range described in Fig. 7, but, since an acceleration is frequently required in this area, as explained above, the fuel economy is not affected even if the engine is operated completely in the rich mixture mode in this area. The speed NE₀ is set at the same value of the speed NE₀ in Fig. 7. Figure 3 illustrates the routine for selecting the operation mode of the engine. This routine is processed by the electronic control unit 50 by sequential interruptions at predetermined intervals (e.g., 32 mmsec). Referring to Fig. 2, in step 100 it is determined whether the engine speed NE is lower than or equal to the predetermined value NE₀. If the engine speed NE is higher than NE₀ , the routine proceeds to step 140 in which a flag XSCV is set. The flag XSCV determines the operation mode of the engine, and when the flag XSCV is set, the engine is switched to operate on a rich air-fuel mixture. If the engine speed is lower than or equal to NE₀ , the routine proceeds to step 110 in which it is determined whether the degree of opening of the throttle valve SV is smaller than or equal to a predetermined value SV₀. If SV is larger than SV₀ , the routine proceeds to step 140 in which the flag XSCV is set. As shown in Fig. 2, in this embodiment, the ΔPM setting value is set at zero in the region where the engine speed is less than NE₂. Accordingly, even if the throttle valve is fully open, the rich mixture operation mode is not selected in this region unless ΔPM becomes zero. Therefore, if the degree of opening of the throttle valve is larger than the predetermined value SV₀ (e.g., SV₀ is about 80%) the engine is switched to the rich mixture operation mode even if ΔPM is not zero. The degree of opening of the throttle valve is input from the throttle sensor 79 at predetermined intervals. If SV is not larger than SV₀ , the setting value ΔPM₀ is determined in step 120. The value ΔPM₀ is determined by the CPU 54, using the factors shown in Fig. 2, which are stored in the ROM 52 in the form of a numeric table. Then, in step 130, it is determined whether the negative pressure ΔPM in the surge tank is larger than ΔPM₀ (i.e. |ΔPM|>|ΔPM₀|). The negative pressure ΔPM is calculated by the CPU 54 as the difference between the atmospheric pressure P₀ and the absolute pressure PM in the surge tank 22. In this embodiment, the PM is detected by the pressure sensor 72. The atmospheric pressure P₀ is also determined by the pressure sensor 72, before each start up of the engine when the pressure in the surge tank is equal to the atmospheric pressure. The value of the atmospheric pressure is stored in the RAM 53 during the engine operation. By using the negative pressure ΔPM as the parameter of the engine load, the selection of the operation mode is not affected by the changes in altitude and resulting variations in the absolute pressure in the surge tank. In step 150, if ΔPM is higher than ΔPM₀ , the flag XSCV is reset, and thus the engine is switched to lean mixture operation mode. Figure 4 illustrates the routine for switching the position of the swirl control valve according to the selected operation mode. This routine is processed by the electronic control unit 50 by sequential interruptions at predetermined intervals. Referring to Fig. 4, in step 180 it is determined whether the flag XSCV is set. The flag XSCV represents the selected operation mode and is set or reset by the routine in Fig. 3. When the flag XSCV is set in step 180 then in step 185 the solenoid of the three-way valve 44 is de-energized. As explained above, when the solenoid is de-energized, the pressure port 22a of the surge tank 22 is in communication with the upper side of the diaphragm 40 of the actuator 38, via the check valve 42b, and therefore, the diaphragm 40 is moved upward against the force exerted by the spring 41. This movement of the diaphragm 40 causes the swirl control valve 32 to move to the closed position, and when the swirl control valve 32 is in the closed position, the negative pressure in the actuator 38 is maintained by the check valve 46, and, thus, the swirl control valve 32 is held in the closed position even when the pressure in the surge tank 22 becomes higher. When the flag XSCV is reset, in step 190 the solenoid of the three-way valve 44 is de-energized and the upper side of the diaphragm 40 of the actuator 38 is then open to the atmosphere through the filter 48 and the check valve 42a of the timing control valve 42. Accordingly, the diaphragm 40 is urged downward by the spring 41 and the swirl control valve 32 is moved to the open position. The opening speed of the swirl control valve 32 is appropriately controlled by the orifice 42a, and the closing speed thereof is maintained by the check valve 42b. Figure 5 illustrates the routine for determining the amount of the fuel to be injected, to adjust the air-fuel ratio of the mixture in accordance with the operation mode selected by the routine in Fig. 3. This routine is processed immediately before the fuel is injected, when the crank angle detected by the sensors 74, 76 reaches a predetermined angle. Referring to Fig. 5, in step 200, the intake air manifold pressure (the absolute pressure in the surge tank 22) PM, the engine speed NE and the cooling water temperature THW are read by the sensors 72, 76, 84, respectively, and in step 210, a standard injection amount of fuel T p is determined as a function of the manifold pressure PM and the engine speed NE. In this embodiment, the standard amount T p is stored in the ROM 52 of the electronic control unit 50, in the form of a numeric table. Note that if the standard amount T p is provided, the air-fuel ratio becomes the stochiometric ratio. Then, in step 220, it is determined whether the cooling water temperature THW is lower than a predetermined temperature (for example, 50°C). If THW is lower than the predetermined value, in step 240, a corrected injection amount of fuel TAU is determined by multiplying a correction factor FWL with the standard injection amount of fuel T p . The correction factor FWL is determined as a function of the cooling water temperature, which is stored in the ROM 52 in the form of a numeric table. The purpose of the correction factor FWL is to make the air-fuel ratio of the mixture rich so that a stable combustion is obtained when the cooling water temperature is low. Then, in step 270, the fuel injection time T i is calculated on the basis of the determined TAU, and the fuel injector 26 is opened for the time T i so that the required amount of fuel TAU is injected. When the cooling water temperature THW is higher than or equal to the predetermined value in step 220, then in step 230 it is determined whether the flag XSCV is set. When the flag XSCV is set, then the corrected injection amount of fuel TAU is decided in step 250 by multiplying a rich mixture correction factor F s with the standard injection amount of fuel T p . The rich mixture correction factor F s is a constant value used to set the corrected injection amount of fuel so that the air-fuel ratio of the mixture becomes lower (richer) than or equal to stochiometric air-fuel ratio. Note that if the correction factor F s is equal to the value "1.0", the stochiometric air-fuel ratio is achieved, since the standard amount T p is provided. After the corrected injection amount of fuel TAU is set in step 250, the fuel injection time T i is set in step 270. If the flag XSCV is reset in step 230, the corrected injection amount of fuel TAU is determined in step 260 by multiplying a lean mixture correction factor F LEAN with the standard injection amount of fuel T p . The lean mixture correction factor F LEAN is a constant value used to set the corrected injection amount of fuel TAU so that the air-fuel ratio of the mixture becomes higher than the stoichiometric air-fuel ratio. Note that the lean mixture correction factor F LEAN is smaller than the value "1.0". Figure 6 illustrates the routine for selecting the ignition timing in accordance with the operation mode selected by the routine in Fig. 2. This routine is processed by the electronic control unit 50 as a part of the main routine for controlling the engine. Referring to Fig. 6, steps 300, 310, 320, correspond to steps 200, 210, 220, in Fig. 5. When the cooling water temperature THW is lower than the predetermined value, a cold condition ignition timing SA WL is selected as an ignition timing setting SA. SA WL is a function of PM, NE and THW, which is stored in ROM 52 in the form of a numeric table, and provides an ignition timing suitable for the rich mixture established by the correction factor F WL in step 240 of Fig. 5. Similarly, SA s (step 340) and SA LEAN (step 350) are selected as the ignition timing setting SA, in accordance with the setting of the flag XSCV. SA S and SA LEAN are the functions of PM and NE, and provide an ignition timing suitable for the rich mixture established by step 250 and the lean mixture established by step 260 in Fig. 3, respectively. Since the air-fuel ratio of the mixture and the ignition timing, as well as the position of the swirl control valve, are switched in accordance with the operation mode selected by the routine in Fig. 3, a stable combustion can be obtained with both a rich and a lean air-fuel mixture. According to the present invention, the engine is switched to a rich mixture operation when the set value of the engine load is reduced as the engine speed approaches a predetermined value. Therefore, a large acceleration can be obtained with a small amount of depression of the accelerator pedal, near the upper speed limit of the lean mixture mode operation range. Further, the worsening of the fuel consumption caused by the narrowed lean mixture operation range is kept to a minimum, since the upper limit speed of the lean mixture operation range can be set to the same value as in prior art. Note that it is clear that any parameters that represent the engine load, such as the degree of the throttle valve, opening absolute pressure in the surge tank, and intake air amount per one revolution of the engine, can be utilized instead of the negative pressure ΔPM.

Claims: An air-fuel ratio control device for an engine, comprising means for detecting a load of the engine (50, 65, 79), means for detecting a speed of the engine (50, 76), operation mode selecting means (50) for selecting operation modes of said engine, said operation mode selecting means (50) selecting a rich mixture operation mode in which said engine is operated on a rich air-fuel mixture having an air-fuel ratio lower than or equal to a stoichiometric ratio when the load of the engine is higher than a set load value, and said operation mode selecting means (50) selecting a lean mixture operation mode in which said engine is operated on a lean air-fuel mixture having an air-fuel ratio higher than the stoichiometric ratio when said engine load is lower than or equal to said set load value, air-fuel ratio setting means (12a, 12b, 24, 26, 50) for adjusting the air-fuel ratio in accordance with said operation mode selected by said operation mode selecting means (50), and load value setting means (50) for setting said set load value in accordance with the engine speed (NE), characterized in that said operation mode selecting means (50) selects said rich mixture operation mode when the engine speed (NE) is higher than a predetermined set speed (NE₀), and said load value setting means (50) sets said set load value so that said set load value is reduced as the engine speed (NE) is increased and approaches said predetermined set speed (NE₀). An air-fuel ratio control device according to claim 1, characterized in that said operation mode selecting means (50) selects the rich mixture operation mode regardless of the engine load when the engine speed (NE) is higher than a predetermined set speed (NE O ). An air-fuel ratio control device according to claim 2, characterized in that said set load value is reduced linearly as the engine speed (NE) is increased. An air-fuel ratio control device according to claim 3, characterized in that the relationship between said set load value and the engine speed (NE) is linear, but includes at least two regions in which the proportional factors between said set load and the engine speeds (NE) are different. An air-fuel ratio control device according to claim 1, characterized in that said air-fuel ratio setting means (12a, 12b, 24, 26, 50) further comprises fuel injectors (26), a fuel injection control means (50, 52) for adjusting an amount of fuel needed to obtain an air-fuel ratio in accordance with said operation mode selected by said operation mode selecting means (50), and an ignition timing control means (50, 52) for adjusting an ignition timing in accordance with said operation mode selected by said operation mode selecting means (50). An air-fuel ratio control device according to claim 5, characterized in that said air-fuel ratio setting means (12a, 12b, 24, 26, 50) further comprises means for generating an inlet air swirl (32, 34, 36, 38, 40, 42, 42a, 42b, 46) within engine cylinders when said lean mixture operation mode is selected. An air-fuel ratio control device according to claim 6, characterized in that said means for generating an inlet air swirl (32, 34, 36, 38, 40, 42, 42a, 42b, 46) includes helical ports (12a) and straight ports (12b) of the engine cylinders for inlet air, and swirl control valves (32) which close those inlet air passages to said straight ports (12b) when said lean mixture operation mode is selected, so that inlet air flows into the engine cylinders only through said helical ports (12a). An air-fuel ratio control device according to claim 7, characterized in that said operation mode selecting means (50) selects the rich mixture operation mode regardless of the engine load when the engine speed (NE) is higher than a predetermined set speed (NE o ). An air-fuel ratio control device according to claim 8, characterized in that said set load value is reduced linearly as the engine speed (NE) is increased. An air-fuel ratio control device according to claim 9, characterized in that the relationship between said set load value and the engine speed (NE) is linear, but includes at least two regions in which the proportional factors between said set load and the engine speeds (NE) are different. An air-fuel ratio control device according to claim 1, characterized in that said means for detecting a load of the engine detects an engine load by detecting a difference between an atmospheric pressure and a pressure in the intake air passage of the engine. An air-fuel ratio control device according to claim 11, characterized in that said air-fuel ratio setting means (12a, 12b, 24, 26, 50) further comprises fuel injectors (26), a fuel injection control means (50, 52) for adjusting an amount of fuel needed to obtain an air-fuel ratio in accordance with said operation mode selected by said operation mode selecting means (50), and an ignition timing control means (50, 52) for adjusting an ignition timing in accordance with said operation mode selected by said operation mode selecting means (50). An air-fuel ratio control device according to claim 12, characterized in that said air-fuel ratio setting means (12a, 12b, 24, 26, 50) further comprises means for generating an inlet air swirl (32, 34, 36, 38, 40, 42, 42a, 42b, 46) within engine cylinders when said lean mixture operation mode is selected. An air-fuel ratio control device according to claim 12, characterized in that said means for generating an inlet air swirl (32, 34, 36, 38, 40, 42, 42a, 42b, 46) includes helical ports (12a) and straight ports (12b) of the engine cylinders for inlet air, and swirl control valves (32) which close those inlet air passages to said straight ports (12b) when said lean mixture operation mode is selected, so that inlet air flows into the engine cylinders only through said helical ports (12a). An air-fuel ratio control device according to claim 14, characterized in that said operation mode selecting means (50) select the rich mixture operation mode regardless of the engine load when the engine speed (NE) is higher than a predetermined set speed (NE o ). An air-fuel ratio control device according to claim 15, characterized in that said set load value is reduced linearly as the engine speed (NE) is increased. An air-fuel ratio control device according to claim 16, characterized in that the relationship between said set load value and the engine speed (NE) is linear, but includes at least two regions in which the proportional factors between said set load and the engine speeds (NE) are different. An air-fuel ratio control device according to claim 1, characterized by further comprising means (50) for determining whether a detected load of the engine is larger than a selected set load value, and means (24, 26) for providing an air-fuel mixture having an air-fuel ratio larger than the stoichiometric air-fuel ratio when the detected load of the engine is smaller than said selected set load value. An air-fuel ratio control device according to claim 18, characterized in that said load of the engine is a parameter relating to pressure in an intake passage (20) of the engine. An air-fuel ratio control device according to claim 19, characterized by further comprising means for detecting a degree of throttle valve opening (79) of said engine, means (50) for determining whether said degree of throttle valve opening is larger than a predetermined throttle valve opening value, and means (24, 26) for providing an air-fuel mixture having an air-fuel ration equal to or smaller than the stoichiometric air-fuel ratio when said detected degree of throttle valve opening is larger than said predetermined throttle valve opening value.

Inventors: FUKUMA TAKAO C O TOYOTA JIDOSH, TAKAOKA TOSHIO, TSUKAMOTO KEISUKE, YAMASAKI HIROFUMI, FUKUMA, TAKAO, TAKAOKA, TOSHIO, TSUKAMOTO, KEISUKE, YAMASAKI, HIROFUMI, FUKUMA, TAKAO, C/O TOYOTA JIDOSHA KABUSHIKI KAISHA
Applicants: TOYOTA MOTOR CO LTD, TOYOTA JIDOSHA KABUSHIKI KAISHA
Application year: 1991
Main classification: F02D33
IPC codes: F02D43, F02D45, F02D41