JPH0325622B2 - - Google Patents
Info
- Publication number
- JPH0325622B2 JPH0325622B2 JP56160060A JP16006081A JPH0325622B2 JP H0325622 B2 JPH0325622 B2 JP H0325622B2 JP 56160060 A JP56160060 A JP 56160060A JP 16006081 A JP16006081 A JP 16006081A JP H0325622 B2 JPH0325622 B2 JP H0325622B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel injection
- throttle valve
- injection amount
- rate
- fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 76
- 239000007924 injection Substances 0.000 claims description 57
- 238000002347 injection Methods 0.000 claims description 57
- 238000000034 method Methods 0.000 claims description 10
- 230000007423 decrease Effects 0.000 claims description 9
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 239000007789 gas Substances 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 230000004580 weight loss Effects 0.000 description 4
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 230000001934 delay Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 239000012899 standard injection Substances 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、シフトチエンジ時のような機関の急
激な減速時における燃料噴射を改善することがで
きる電子制御燃料噴射機関の燃料噴射量制御方法
に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a fuel injection amount control method for an electronically controlled fuel injection engine that can improve fuel injection during sudden deceleration of the engine such as during a shift change. Regarding.
吸気系絞り弁のアイドリング開度と機関回転速
度とから機関の減速期間を検出し、機関が比較的
長い時間に渡つて減速される場合には燃料カツト
を行ない、シフトチエンジ時のように機関が急激
に減速される場合には、絞り弁開度の急激な減少
をダツシユポツトにより緩和することにより吸気
管負圧の急激な増大を防止し、かつ燃料の最終噴
射量を基純噴射量に対して減量して、燃料消費効
率の改善および排気ガス中の有害成分量の減少を
図つている。
The engine deceleration period is detected from the idling opening of the intake system throttle valve and the engine rotational speed, and if the engine is decelerated for a relatively long time, fuel is cut and the engine is In the case of sudden deceleration, the sudden decrease in throttle valve opening is alleviated by using a dart pot to prevent a sudden increase in intake pipe negative pressure, and to keep the final fuel injection amount relative to the basic injection amount. The aim is to improve fuel consumption efficiency and reduce the amount of harmful components in exhaust gas.
この急激な減速の場合、燃料噴射量は、減速初
期では各種センサからコンピユータへのデータの
取込み遅れやコンピユータの演算遅れのために減
速以前と同一となり、以降、機関の運転状態に適
合する値へ徐々に移行している。したがつて燃料
噴射量に関して要求される減量は減速初期におい
て非常に大きく、以降は徐々に減少すべきである
が、このような要求に沿つて燃料噴射量の減量を
制御することは困難であり、燃料噴射量の減量を
減速初期に適合すれば、減速中期以降の減量が過
補償となつて次の加速時に混合気が希薄となつて
窒素酸化物の放出量が増大し、また、燃料噴射量
の減量を減速中期以降に適合すれば、減速初期に
炭化水素および一酸化炭素の未燃成分の放出量が
増大する。
In the case of this sudden deceleration, the fuel injection amount will be the same as before the deceleration due to delays in acquiring data from various sensors to the computer and calculation delays in the computer at the beginning of deceleration, and then change to a value that matches the engine operating condition. It is gradually transitioning. Therefore, the required reduction in fuel injection amount is very large at the beginning of deceleration, and should be gradually reduced thereafter, but it is difficult to control the reduction in fuel injection amount in accordance with such a request. If the reduction in fuel injection amount is applied to the early stage of deceleration, the reduction after the middle stage of deceleration will overcompensate, and the mixture will become leaner during the next acceleration, increasing the amount of nitrogen oxide released. If the amount is reduced after the middle stage of deceleration, the amount of unburned components of hydrocarbons and carbon monoxide released will increase in the early stage of deceleration.
そこで本発明が解決しようとする課題は、シフ
トチエンジ時のような機関の急激な減速期間の燃
料噴射量を適切に制御して、この減速期間の有害
成分の放出量を減少させることができる電子制御
燃料噴射機関の燃料噴射量制御方法を提供するこ
とである。 Therefore, the problem to be solved by the present invention is to provide an electronic system that can appropriately control the amount of fuel injection during a period of rapid engine deceleration, such as during a shift change, and reduce the amount of harmful components emitted during this deceleration period. An object of the present invention is to provide a fuel injection amount control method for a controlled fuel injection engine.
この課題を解決するために本発明の電子制御燃
料噴射機関の燃料噴射量制御方法によれば、機関
の急激な減速を遅滞なく速やかに検出することが
できる吸気系絞り弁開度あるいは吸気管負圧の変
化を検出し、吸気系絞り弁開度の減少速度あるい
は吸気管負圧の増大速度が所定値より大きいとき
は、燃料噴射弁からの燃料噴射量を所定回数だけ
零にし、その後吸気系絞り弁開度の減少速度ある
いは吸気管負圧の増大速度が前記所定値よりも小
さい第２の所定値より大きいときは、その時の吸
気系絞り弁開度の減少速度あるいは吸気管負圧の
増大速度に応じて燃料噴射量の減量係数を求めて
該減量係数により燃料噴射量を減量せしめ、また
絞り弁開度の減少速度あるいは吸気管負圧の増大
速度が前記第２の所定値よりも小さいときは、前
記減量係数の所定時間毎に増大せしめて該減量係
数により燃料噴射量の減量が行なわれる。
In order to solve this problem, according to the fuel injection amount control method for an electronically controlled fuel injection engine of the present invention, the intake system throttle valve opening or intake pipe negative When a change in pressure is detected and the rate of decrease in intake system throttle valve opening or rate of increase in intake pipe negative pressure is greater than a predetermined value, the amount of fuel injected from the fuel injection valve is reduced to zero for a predetermined number of times, and then the intake system When the decreasing speed of the throttle valve opening or the increasing speed of the intake pipe negative pressure is larger than the second predetermined value which is smaller than the predetermined value, the decreasing speed of the intake system throttle valve opening or the increasing speed of the intake pipe negative pressure at that time. A reduction coefficient for the fuel injection amount is determined in accordance with the speed, and the fuel injection amount is reduced by the reduction coefficient, and the reduction rate of the throttle valve opening or the increase rate of the intake pipe negative pressure is smaller than the second predetermined value. In this case, the fuel injection amount is reduced by increasing the reduction coefficient at predetermined time intervals.
図面を参照して本発明の実施例を説明する。 Embodiments of the present invention will be described with reference to the drawings.
第１図において本発明が適用される電子制御燃
料噴射装置全体を概略的に説明するとエアクリー
ナ１から吸入された空気は、スロツトルボデー２
に設けられて運転室の加速ペダル３に連動する絞
り弁４により流量を制御され、その後サージタン
ク５、吸気管６、および吸気弁７を介して機関本
体８の燃焼室９へ供給される。燃焼室９で燃焼さ
れた混合気は排気ガスとして排気弁１０、および
排気分岐管１１を介して放出される。電磁式燃料
噴射弁１４は各燃焼室９に対応して吸気管６に設
けられる。電子制御装置１５は、絞り弁４の開度
を検出するスロツトルセンサ１６、機械本体８の
ウオータジヤケツト１７に取付けられる水温セン
サ１８、エアクリーナ１と絞り弁４との間に設け
られて吸入空気流量を検出するエアフローメータ
１９、吸気温度を検出する吸気温センサ２０、ピ
ストン２１に連接棒２２を介して結合しているク
ランク軸の回転角を検出するためのクランク軸か
ら1/2に減速し結合するデイストリビユータシヤ
フトの回転角を検出するクランク角センサ２３、
排気分岐管１１に設けられて排気ガス中の酸素濃
度を検出する空燃比センサ２４等から入力信号を
受ける。クランク角センサ２３は、クランク軸の
２回転につき１つのパルスを発生する部分２６
と、所定のクランク角度、例えば30゜ごとにパル
スを発生する部分２７とを備える。燃料噴射弁１
４へは燃料通路２９を介して燃料タンク３０から
燃料ポンプ３１により燃料が圧送される。電子制
御装置１５は、マイクロプロセツサおよび所定の
プログラムを記憶しているROM（読出し専用記
憶装置）を含み、種々の入力信号に基づいて燃料
噴射量、燃料噴射時期を計算し、燃料噴射パルス
を燃料噴射弁１４へ送るとともに、点火時期を計
算し、点火コイル３２へ信号を送る。点火コイル
３２の二次電流はデイストリビユータ３３へ送ら
れる。なお噴射弁１４は、電子制御装置からパル
スを受信している期間だけ開状態に維持される。 In FIG. 1, the entire electronically controlled fuel injection system to which the present invention is applied will be schematically explained.
The flow rate is controlled by a throttle valve 4 provided in the engine and linked to an accelerator pedal 3 in the driver's cab, and then supplied to the combustion chamber 9 of the engine body 8 via a surge tank 5, an intake pipe 6, and an intake valve 7. The air-fuel mixture combusted in the combustion chamber 9 is released as exhaust gas through an exhaust valve 10 and an exhaust branch pipe 11. An electromagnetic fuel injection valve 14 is provided in the intake pipe 6 corresponding to each combustion chamber 9. The electronic control device 15 includes a throttle sensor 16 that detects the opening degree of the throttle valve 4, a water temperature sensor 18 that is attached to the water jacket 17 of the machine body 8, and a water temperature sensor 18 that is installed between the air cleaner 1 and the throttle valve 4 to detect the intake air. An air flow meter 19 detects the flow rate, an intake temperature sensor 20 detects the intake air temperature, and a crankshaft connected to the piston 21 via a connecting rod 22 decelerates to 1/2 from the crankshaft to detect the rotation angle of the crankshaft. a crank angle sensor 23 that detects the rotation angle of the coupled distributor shaft;
An input signal is received from an air-fuel ratio sensor 24, etc., which is provided in the exhaust branch pipe 11 and detects the oxygen concentration in exhaust gas. The crank angle sensor 23 includes a portion 26 that generates one pulse for every two rotations of the crankshaft.
and a portion 27 that generates a pulse at every predetermined crank angle, for example 30 degrees. fuel injection valve 1
4, fuel is pumped from a fuel tank 30 through a fuel passage 29 by a fuel pump 31. The electronic control unit 15 includes a microprocessor and a ROM (read-only storage device) that stores predetermined programs, and calculates the fuel injection amount and fuel injection timing based on various input signals, and outputs the fuel injection pulse. In addition to sending the signal to the fuel injection valve 14, the ignition timing is calculated and a signal is sent to the ignition coil 32. The secondary current of the ignition coil 32 is sent to a distributor 33. Note that the injection valve 14 is maintained in the open state only while receiving pulses from the electronic control device.
シフトチエンジ時、特にアツプシフト時では絞
り弁４の開度が急激に減少し、かつ吸気管負圧が
急激に増大する。 During a shift change, especially during an upshift, the opening degree of the throttle valve 4 rapidly decreases and the intake pipe negative pressure rapidly increases.
第２図は本発明の電子制御燃料噴射機関の燃料
噴射量制御方法において実行されるプログラム例
のフローチヤートである。ステツプ35ないし42は
所定の時間間隔で実行されるルーチンでスロツト
ル開度の変化速度△TAを第１の所定値△TA１
及び第２の所定値△TA０と比較し比較結果に応
じた処理を行うものであり、又ステツプ43ないし
46は燃料噴射時期がくるごとに実行され燃料の噴
射を制御するものである。ステツプ35では、絞り
弁４の今回の開度TANEWから前回の開度
TAOLDを引いて△TAを求める。ステツプ36で
は△TAが第２の所定値としての−△TA０より
小さいか否かを判別し、判別結果が正であればス
テツプ37へ進み、否であればステツプ39へ進む。
ステツプ37では△TAから減量係数FAEW（１以
下の値）を算出する。△TAの絶対値が大きいと
き程、FAEWは減少する。ステツプ38では△TA
が第１の所定値としての−△TA１より小さいか
否かを判別し、判別結果が正であればステツプ40
へ進み、否であればステツプ42へ進む。△TA＜
−△TA１は急激な減速の初期を意味し、△TA
≧−△TA１は急激な減速の中期以降の期間を意
味する。ステツプ39では減量係数FAEWを所定
量増大、すなわち1.0に近付けて減量を減少させ
る。したがつて燃料噴射量の減量は減速中期以降
徐々に減少する。ステツプ40では燃料の最終噴射
時間τを零にし、すなわち燃料カツトを行なう。
ステツプ41では燃料カツト用カウンタに所定値を
設定する。ステツプ42では燃料の基準噴射量Tp
にFAEWを掛けた値Tp×FAEWを最終噴射時間
τとする。基準噴射量はＱ／Ｎ（ただしＱは吸入
空気流量、Ｎは機関回転速度）に比例する。ステ
ツプ43では燃料カツト用カウンタの値が０より大
きいか否かを判別し、判別結果が正であればステ
ツプ45へ進み、否であればステツプ46へ進む。ス
テツプ44では燃料カツト用カウンタの値を１だけ
減少させる。ステツプ45では最終噴射時間τを零
にし、すなわち燃料カツトを行なう。燃料カツト
用カウンタに所定値が設定されてからこのカウン
タの値が０になるまでの期間は減速初期に相当す
る。ステツプ46では最終噴射時間τに相当するパ
ルス幅のパルスを燃料噴射弁１４へ送り、燃料噴
射を行なう。こうして、シフトチエンジ時のよう
な機関の急激な減速において、減速初期ではカウ
ンタの値として予め決められた回数だけ燃料カツ
トが行なわれ、減速中期以降では基準噴射量に対
して減量が行なわれ、この減量は時間経過ととも
に減少する。 FIG. 2 is a flowchart of an example of a program executed in the fuel injection amount control method for an electronically controlled fuel injection engine according to the present invention. Steps 35 to 42 are routines executed at predetermined time intervals, and the throttle opening change rate ΔTA is set to a first predetermined value ΔTA1.
and a second predetermined value ΔTA0, and performs processing according to the comparison result.
46 is executed every time the fuel injection timing comes and controls the fuel injection. In step 35, the current opening degree TANEW of the throttle valve 4 is changed to the previous opening degree.
Subtract TAOLD to find △TA. In step 36, it is determined whether ΔTA is smaller than -ΔTA0 as a second predetermined value, and if the determination result is positive, the process proceeds to step 37, and if not, the process proceeds to step 39.
In step 37, a weight loss coefficient FAEW (a value of 1 or less) is calculated from ΔTA. FAEW decreases as the absolute value of ΔTA increases. At step 38, △TA
is smaller than -ΔTA1 as the first predetermined value, and if the determination result is positive, step 40
If not, proceed to step 42. △TA＜
−△TA1 means the initial stage of rapid deceleration, △TA
≧−△TA1 means the period after the middle period of rapid deceleration. In step 39, the weight loss coefficient FAEW is increased by a predetermined amount, that is, brought closer to 1.0 to reduce the weight loss. Therefore, the reduction in fuel injection amount gradually decreases after the middle of deceleration. In step 40, the final fuel injection time τ is set to zero, that is, fuel is cut.
In step 41, a predetermined value is set in a fuel cut counter. In step 42, the reference fuel injection amount Tp
The final injection time τ is the value Tp × FAEW multiplied by FAEW. The reference injection amount is proportional to Q/N (where Q is the intake air flow rate and N is the engine rotation speed). In step 43, it is determined whether or not the value of the fuel cut counter is greater than 0. If the determination result is positive, the process proceeds to step 45, and if not, the process proceeds to step 46. In step 44, the value of the fuel cut counter is decremented by one. In step 45, the final injection time τ is set to zero, that is, fuel is cut. The period from when a predetermined value is set to the fuel cut counter until the value of this counter becomes 0 corresponds to the initial stage of deceleration. In step 46, a pulse with a pulse width corresponding to the final injection time τ is sent to the fuel injection valve 14 to perform fuel injection. In this way, when the engine suddenly decelerates, such as during a shift change, fuel is cut a predetermined number of times as the counter value in the early stages of deceleration, and after the middle stage of deceleration, the amount of fuel is reduced relative to the standard injection quantity. Weight loss decreases over time.
第３図はシフトチエンジ時における空燃比の変
化を示している。時刻ｔ１において絞り弁４がア
イドリング開度になるとともに、減量係数
FAEWは、1.0から０へ変化し、以降０から徐々
に増大する。本発明では時刻ｔ１から所定時間燃
料カツトが行なわれ、減速初期の過濃を回避で
き、また減速中期ではFAEWに基づいて燃料噴
射量の減量が行なわれるので、減速中期以降の過
補償を回避できる。減量を全く行なわない電子制
御燃料噴射機関では減速期間の全体に渡つて混合
気が過濃になり、減速初期において燃料カツトを
行なわない電子制御燃料噴射機関では減速初期に
おいて、入力データの取込み遅れのために混合気
が過濃となる。 FIG. 3 shows changes in the air-fuel ratio during a shift change. At time t1, the throttle valve 4 reaches the idling opening and the reduction coefficient
FAEW changes from 1.0 to 0, and then gradually increases from 0. In the present invention, fuel is cut for a predetermined time from time t1, so that over-concentration at the beginning of deceleration can be avoided, and since the fuel injection amount is reduced based on FAEW in the middle of deceleration, overcompensation can be avoided after the middle of deceleration. . In an electronically controlled fuel injection engine that does not perform weight reduction at all, the air-fuel mixture becomes overrich during the entire deceleration period, and in an electronically controlled fuel injection engine that does not cut fuel at the beginning of deceleration, there is a delay in the acquisition of input data at the beginning of deceleration. This causes the mixture to become too rich.
この実施例では絞り弁４の開度変化から機関の
急激な減速を検出しているが、絞り弁４より下流
の吸気系に吸気管負圧センサを設け、吸気管負圧
を第１および第２の所定値（第２の所定値＜第１
の所定値）と比較してもよい。この場合、吸気管
負圧の増大速度が第２の所定値より大きい場合、
FAEWを算出し、吸気管負圧の増大速度が第１
の所定値より大きい場合、燃料カツトを行なう。 In this embodiment, a sudden deceleration of the engine is detected from a change in the opening degree of the throttle valve 4, but an intake pipe negative pressure sensor is provided in the intake system downstream of the throttle valve 4, and the intake pipe negative pressure is detected by the first and second intake pipe negative pressure sensors. 2 predetermined value (second predetermined value < first
(predetermined value). In this case, if the rate of increase in intake pipe negative pressure is greater than the second predetermined value,
FAEW is calculated, and the increase rate of intake pipe negative pressure is the first
is larger than a predetermined value, fuel cut is performed.
このように本発明では、機関の急激な減速が吸
気系絞り弁開度の減速度あるいは吸気管負圧の増
大速度から検出され、減速初期では燃料カツト、
減速中期以降では燃料噴射量の減量が行なわれ、
減速の全期間に渡つて燃料噴射量を適切に制御す
ることができる。したがつて、減速運転の状態で
あつても燃料消費率や排気ガスの悪化はなく、再
び加速するときの応答性もよくなる。
In this way, in the present invention, a sudden deceleration of the engine is detected from the deceleration of the opening of the intake system throttle valve or the rate of increase in the intake pipe negative pressure, and at the beginning of deceleration, the fuel is cut,
After the middle stage of deceleration, the amount of fuel injection is reduced,
The fuel injection amount can be appropriately controlled over the entire period of deceleration. Therefore, even in a state of deceleration operation, there is no deterioration in fuel consumption rate or exhaust gas, and responsiveness when accelerating again is improved.
第１図は電子制御燃料噴射機関の全体を示す
図、第２図は本発明の電子制御燃料噴射機関にお
いて実行されるプログラム例のフローチヤート、
第３図はシフトチエンジ時における空燃比変化を
示す図である。
４……絞り弁、１４……燃料噴射弁、１５……
電子制御装置。
FIG. 1 is a diagram showing the entire electronically controlled fuel injection engine, and FIG. 2 is a flowchart of an example of a program executed in the electronically controlled fuel injection engine of the present invention.
FIG. 3 is a diagram showing air-fuel ratio changes during a shift change. 4... Throttle valve, 14... Fuel injection valve, 15...
Electronic control unit.
Claims (1)
噴射する電子制御燃料噴射機関の燃料噴射量制御
方法において、吸気系絞り弁開度あるいは吸気管
負圧を検出し、吸気系絞り弁開度の減少速度ある
いは吸気管負圧の増大速度が所定値より大きいと
きは、燃料噴射弁からの燃料噴射量を所定回数だ
け零にし、その後吸気系絞り弁開度の減少速度あ
るいは吸気管負圧の増大速度が前記所定値よりも
小さい第２の所定値より大きいときは、その時の
吸気系絞り弁開度の減少速度あるいは吸気管負圧
の増大速度に応じて燃料噴射量の減量係数を求め
て該減量係数により燃料噴射量を減量せしめ、ま
た絞り弁開度の減少速度あるいは吸気管負圧の増
大速度が前記第２の所定値よりも小さいときは、
前記減量係数を所定時間毎に増大せしめて該減量
係数により燃料噴射量を減量せしめることを特徴
とする電子制御燃料噴射機関の燃料噴射量制御方
法。1 In a fuel injection amount control method for an electronically controlled fuel injection engine that injects a predetermined fuel injection amount from a fuel injection valve to an intake system, the intake system throttle valve opening degree or intake pipe negative pressure is detected and the intake system throttle valve opening degree is determined. When the rate of decrease in the opening of the intake system throttle valve or the rate of increase in the intake pipe negative pressure is greater than a predetermined value, the amount of fuel injected from the fuel injection valve is reduced to zero for a predetermined number of times, and then the rate of decrease in the opening of the intake system throttle valve or the rate of increase in the intake pipe negative pressure is reduced to zero. When the increasing speed is larger than a second predetermined value that is smaller than the predetermined value, a reduction coefficient of the fuel injection amount is determined according to the decreasing speed of the intake system throttle valve opening or the increasing speed of the intake pipe negative pressure at that time. When the fuel injection amount is reduced by the reduction coefficient and the rate of decrease in the opening of the throttle valve or the rate of increase in the intake pipe negative pressure is smaller than the second predetermined value,
A fuel injection amount control method for an electronically controlled fuel injection engine, characterized in that the fuel injection amount is reduced by increasing the reduction coefficient at predetermined time intervals.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16006081A JPS5862325A (en) | 1981-10-09 | 1981-10-09 | Electronic control fuel-injection engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16006081A JPS5862325A (en) | 1981-10-09 | 1981-10-09 | Electronic control fuel-injection engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5862325A JPS5862325A (en) | 1983-04-13 |
| JPH0325622B2 true JPH0325622B2 (en) | 1991-04-08 |
Family
ID=15707030
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16006081A Granted JPS5862325A (en) | 1981-10-09 | 1981-10-09 | Electronic control fuel-injection engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5862325A (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58101233A (en) * | 1981-12-10 | 1983-06-16 | Japan Electronic Control Syst Co Ltd | Fuel cutoff method of electronic control fuel injection device |
| JPS58222941A (en) * | 1982-06-18 | 1983-12-24 | Honda Motor Co Ltd | Method of compensating signal of pressure in intake pipe for internal combustion engine controller |
| JPS59158337A (en) * | 1983-02-28 | 1984-09-07 | Daihatsu Motor Co Ltd | Fuel cut device at deceleration |
| JPS6193247A (en) * | 1984-10-15 | 1986-05-12 | Honda Motor Co Ltd | Accelerating fuel supply controlling method in internal-combustion engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5618036A (en) * | 1979-07-19 | 1981-02-20 | Nissan Motor Co Ltd | Fuel controller |
| JPS57186039A (en) * | 1981-05-13 | 1982-11-16 | Hitachi Ltd | Control method of fuel at deceleration of engine |
-
1981
- 1981-10-09 JP JP16006081A patent/JPS5862325A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5618036A (en) * | 1979-07-19 | 1981-02-20 | Nissan Motor Co Ltd | Fuel controller |
| JPS57186039A (en) * | 1981-05-13 | 1982-11-16 | Hitachi Ltd | Control method of fuel at deceleration of engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5862325A (en) | 1983-04-13 |
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