JPH0610443B2 - Electronic fuel injection device - Google Patents
Electronic fuel injection deviceInfo
- Publication number
- JPH0610443B2 JPH0610443B2 JP57070431A JP7043182A JPH0610443B2 JP H0610443 B2 JPH0610443 B2 JP H0610443B2 JP 57070431 A JP57070431 A JP 57070431A JP 7043182 A JP7043182 A JP 7043182A JP H0610443 B2 JPH0610443 B2 JP H0610443B2
- Authority
- JP
- Japan
- Prior art keywords
- injection
- time
- predetermined
- interrupt
- injection timing
- 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
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
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
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- 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〕 本発明は電子燃料噴射装置に係り、特に急加速時及び緩
加速時の運転性能を安定させるに好適な電子式燃料噴射
装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic fuel injection device, and more particularly to an electronic fuel injection device suitable for stabilizing the driving performance during sudden acceleration and gentle acceleration.
従来の加速補正方法について第１図により説明する。 A conventional acceleration correction method will be described with reference to FIG.
加速補正方法は二通りあり、一つは第１図（ａ）に示し
たように、アイドルスイッチの信号で固定の割込み噴射
係数ａを通常の噴射時間に乗じた割込み噴射時間ａ・Ti
で割込み噴射を行い、その後通常の噴射時期に発生させ
る開弁パルス幅の割増しを所定の割増し時間ｔ1(sec)だ
け行う方法である。There are two acceleration correction methods. One is, as shown in FIG. 1 (a), an interrupt injection time a · Ti obtained by multiplying a normal injection time by a fixed interrupt injection coefficient a by a signal of an idle switch.
In this method, interrupt injection is performed, and then the valve opening pulse width generated at the normal injection timing is increased for a predetermined additional time t 1 (sec).
ここで、割増し率は時間の経過と共に減少する。Here, the premium rate decreases with the passage of time.
二つめは第１図（ｂ）に示したように、空気流量の変化
割合（以後、ΔＱａと呼ぶ）が所定の値より大きくなっ
た時に通常の噴射時期に発生される開弁パルス幅の割増
しを所定の割増し時間ｔ2(sec)だけ行う方法である。こ
の割増し率も同様に時間の経過と共に減少する。Secondly, as shown in FIG. 1 (b), when the rate of change of the air flow rate (hereinafter referred to as ΔQa) becomes larger than a predetermined value, an increase in the valve opening pulse width generated at the normal injection timing is added. Is performed for a predetermined extra time t 2 (sec). This premium rate also decreases over time.
尚、所定の割増し時間ｔ1、ｔ2はそれぞれの加速補正方
法によって適宜定まるものである。The predetermined extra times t 1 and t 2 are appropriately determined by the respective acceleration correction methods.
そして、前者の割増しと後者の割増しは制御が別であ
り、前者をアイドル後増量、後者を加速増量と呼んでい
る。これらはソフト的に優先順位を決めており、割込み
噴射、アイドル後増量、加速増量の順となっており、二
つの補正が同時にされることはない。The former premium and the latter premium are controlled separately, and the former is called the post-idle increase and the latter is called the acceleration increase. These are prioritized by software, and are in the order of interrupt injection, post-idle increase, and acceleration increase, and two corrections are not performed at the same time.
このような補正のもと、急加速時の性能を主に割込み噴
射量をマッチングすると緩加速時の噴射量が多すぎ、過
濃となり内燃機関が停止する問題が発生した。Under such a correction, if the interrupt injection amount is mainly matched to the performance at the time of sudden acceleration, the injection amount at the time of gentle acceleration becomes too large, and there is a problem that the internal combustion engine stops due to excessive concentration.
又、アイドルスイッチをオン−オフさせるような運転を
すると、例えば、交差点の赤信号で停止して発進のタイ
ミングをとるため空吹かしを連続で行うと、割込み噴射
が続けて発生するため、内燃機関の停止や発進を害した
り、加速性能を悪化する問題があった。Further, when the idle switch is turned on and off, for example, if the engine is stopped at a red light at an intersection and idling is continuously performed to start the vehicle, interrupt injection continues to occur. There was a problem that it hindered the stopping and starting of the vehicle and deteriorated the acceleration performance.
本発明の目的は、急加速時でも緩加速時でも良好な加速
運転性能を得ることのできる電子式燃料噴射装置を提供
することにある。An object of the present invention is to provide an electronic fuel injection device that can obtain good acceleration operation performance during both rapid acceleration and gentle acceleration.
本発明の特徴は、 (a)．内燃機関の吸入空気量を検出する空気量検出器； (b)．前記内燃機関の回転数を検出する回転検出器； (c)．前記内燃機関に燃料を噴射する噴射弁； (d)．前記吸入空気量と前記回転数を基に前記噴射弁の
噴射時間を決定すると共に、前記噴射弁を所定の噴射時
期および前記所定の噴射時期の間に割り込む割込み噴射
時期に開弁させる以下の機能を有する電子制御手段； (1)．アイドル状態からオフアイドル状態に切り換わっ
た第１の状態で、前記吸入空気量の変化量が所定値以下
の場合には、前記所定の噴射時期の噴射時間を割増しす
る機能； (2)．前記第１の状態で、前記吸入空気量の変化量が所
定値以上で、しかも前回の割込み噴射時期から所定の時
間以上経過している場合には、今回の割込み噴射時期
に、前記噴射弁を前記所定の噴射時期の噴射時間に所定
の割込み噴射係数を乗じた割込み噴射時間だけ開弁する
と共に、前記所定の噴射時期の噴射時間を割増しする機
能； (3)．前記第１の状態で、前記吸入空気量の変化量が所
定値以上で、しかも前回の割込み噴射時期から所定の時
間経過していない場合には、今回の割込み噴射時期に、
前記所定の噴射時期の噴射時間に前回の割込み噴射時期
からの経過時間に基づいて決定される割込み噴射係数を
乗じた割込み噴射時間だけ前記噴射弁を開弁とすると共
に、前記所定の噴射時期の噴射時間を割増しする機能； とよりなる電子式燃料噴射装置にある。The features of the present invention are (a). An air amount detector for detecting the intake air amount of the internal combustion engine; (b). A rotation detector for detecting the rotation speed of the internal combustion engine; (c). An injection valve for injecting fuel into the internal combustion engine; (d). The following functions of determining the injection time of the injection valve based on the intake air amount and the rotational speed, and opening the injection valve at a predetermined injection timing and an interrupt injection timing that interrupts between the predetermined injection timings. (1). A function for increasing the injection time at the predetermined injection timing when the change amount of the intake air amount is equal to or less than a predetermined value in the first state where the idle state is switched to the off-idle state; (2). In the first state, when the amount of change in the intake air amount is equal to or greater than a predetermined value, and more than a predetermined time has elapsed from the previous interrupt injection timing, the injection valve is set to the current interrupt injection timing. A function of opening the valve for an interrupt injection time obtained by multiplying the injection time of the predetermined injection timing by a predetermined interrupt injection coefficient and increasing the injection time of the predetermined injection timing; (3). In the first state, when the amount of change in the intake air amount is equal to or greater than a predetermined value and a predetermined time has not elapsed from the previous interrupt injection timing, the current interrupt injection timing is
While opening the injection valve for the interrupt injection time obtained by multiplying the injection time of the predetermined injection timing by the interrupt injection coefficient determined based on the elapsed time from the previous interrupt injection timing, the predetermined injection timing A function to increase the injection time;
上記構成によれば、アイドルスイッチがオンのアイドル
状態からオフされるオフアイドル状態で割込み噴射を行
うかどうかを吸入空気量Ｑａの変化分△Ｑａにより決定
し、さらに再度の割込み噴射が所定時間を経過して発生
した時には、その割込み噴射時間を通常の噴射時間に固
定の係数を乗算して決定すると共に、再度の割込み噴射
が所定時間内に発生した時には、その割込み噴射時間を
通常の噴射時間に前回の割込み噴射時期からの経過時間
により定まる係数を乗算して決定するようにしたから、
良好な加速運転性能を得られるようになるものである。According to the above configuration, whether or not to perform the interrupt injection in the off idle state in which the idle switch is turned off from the idle state is determined by the change amount ΔQa of the intake air amount Qa, and the interrupt injection is performed again for a predetermined time. When it occurs after a certain time, the interrupt injection time is determined by multiplying the normal injection time by a fixed coefficient, and when another interrupt injection occurs within a predetermined time, the interrupt injection time is changed to the normal injection time. Since it is decided to multiply by a coefficient determined by the time elapsed from the previous interrupt injection timing,
It is possible to obtain good acceleration operation performance.
以下、本発明の実施例について説明する。 Examples of the present invention will be described below.
第２図には本発明が適用される多気筒４サイクル内燃機
関用電子式燃料噴射装置の全体が示されている。FIG. 2 shows the entire electronic fuel injection system for a multi-cylinder 4-cycle internal combustion engine to which the present invention is applied.
図において、２はスロットル弁、３は噴射弁、８はエア
クリーナ、９はホットワイヤ式エアフロメータ、１０は
内燃機関、１１は燃料ポンプ、１２は燃料タンク、１３
は燃料フィルタ、１４はダンパ、１５はコトロールユニ
ット、１６はアイドルスイッチ、１７はヘッド温度セン
サ、１８はイグニッションコイルである。In the figure, 2 is a throttle valve, 3 is an injection valve, 8 is an air cleaner, 9 is a hot wire type air flow meter, 10 is an internal combustion engine, 11 is a fuel pump, 12 is a fuel tank, 13
Is a fuel filter, 14 is a damper, 15 is a control unit, 16 is an idle switch, 17 is a head temperature sensor, and 18 is an ignition coil.
空気はエアクリーナ８に内蔵されたホットワイヤ式エア
フローメータ９を通過し、絞弁２の開度に応じた量が内
燃機関１０に吸入される。前記エアフローメータ９を通
過した空気はサージタンクへ流入し、各吸気筒へ分配さ
れる。The air passes through a hot wire type air flow meter 9 built in the air cleaner 8 and is sucked into the internal combustion engine 10 in an amount corresponding to the opening degree of the throttle valve 2. The air that has passed through the air flow meter 9 flows into the surge tank and is distributed to the intake cylinders.
一方、燃料は燃料ポンプ１１により燃料タンク１２より
吸引し、加圧して燃料フィルタ１３，ダンパ１４，噴射
弁３が配管されている燃料系に圧送される。On the other hand, the fuel is sucked from the fuel tank 12 by the fuel pump 11, pressurized and sent under pressure to the fuel system in which the fuel filter 13, the damper 14 and the injection valve 3 are arranged.
燃料噴射量は前記エアフローメータ９の出力信号と回転
検出器からの出力信号をコントロールユニット１５に入
力し、所定の演算処理を行い、前記ユニット１５からの
出力信号で噴射弁３が開弁し、必要な量の燃料が各吸気
筒に噴射される。As for the fuel injection amount, the output signal of the air flow meter 9 and the output signal from the rotation detector are input to the control unit 15 to perform predetermined arithmetic processing, and the injection valve 3 is opened by the output signal from the unit 15, The required amount of fuel is injected into each intake cylinder.
次に制御系を鮮明する。内燃機関１０の運転状態を検出
するセンサ類とこれらの信号を入力して演算処理し、噴
射弁３の開弁時間を決定するコントロールユニット１５
からなっている。センサ類は、前記の吸入空気量を検出
するホットワイヤ式エアフローメータ９、絞弁２の開度
を検出するアイドルスイッチ１６、内燃機関１０の温度
を検出するヘッド温度センサ１７、内燃機関１０の回転
数を検出するイグニッションコイル１８からなってい
る。Next, clarify the control system. A control unit 15 for inputting sensors for detecting the operating state of the internal combustion engine 10 and these signals for arithmetic processing to determine the valve opening time of the injection valve 3.
It consists of The sensors include a hot wire type air flow meter 9 for detecting the intake air amount, an idle switch 16 for detecting the opening of the throttle valve 2, a head temperature sensor 17 for detecting the temperature of the internal combustion engine 10, and a rotation of the internal combustion engine 10. It comprises an ignition coil 18 for detecting the number.
コントロールユニット１５はこれらの信号を入力し、所
定の処理を行い、燃料ポンプ１１のオン−オフや噴射弁
３の開弁時間を決定し、その信号を出力する。The control unit 15 inputs these signals, performs a predetermined process, determines the on / off of the fuel pump 11 and the valve opening time of the injection valve 3, and outputs the signals.
次に、加速補正について第３図、第４図を用いて説明す
る。Next, the acceleration correction will be described with reference to FIGS. 3 and 4.
図１(ｂ)に示す吸入空気流量の変化分ΔＱａによる加速
補正は従来と同じであり、吸入空気流量の変化分ΔＱａ
が所定値Ｘより大きくなった時に加速増量が行われるよ
うになっており、詳細な処理は図には示していない。The acceleration correction based on the variation ΔQa of the intake air flow rate shown in FIG. 1B is the same as the conventional one, and the variation ΔQa of the intake air flow rate is the same.
Is larger than the predetermined value X, the acceleration amount is increased, and detailed processing is not shown in the figure.
次に、スロットル弁２の開度がアイドル状態、すなわ
ち、アイドルスイッチがオンの状態からアイドルスイッ
チがオフしてオフアイドル状態になって加速した場合の
処理について第３図のフローチヤートを用いて説明す
る。Next, the process when the throttle valve 2 is in the idle state, that is, when the idle switch is turned on and the idle switch is turned off to enter the off idle state to accelerate the vehicle will be described with reference to the flow chart of FIG. To do.
この処理では、アイドルスイッチがオンからオフになる
と第３図に示す処理が実行される。In this process, the process shown in FIG. 3 is executed when the idle switch is turned on.
まず、ステップ１００において、吸入空気量の変化分Δ
Ｑａと前回の割込み噴射終了時点からの経過時間ｔをメ
モリから読み出してくる。First, in step 100, the change Δ in the intake air amount
Qa and the elapsed time t from the end of the previous interrupt injection are read from the memory.
次にステップ１０１において、吸入空気流量の変化分Δ
Ｑａが所定の値Ｘよりも大きいか否かを判定する。Next, at step 101, the variation Δ in the intake air flow rate
It is determined whether Qa is larger than a predetermined value X.
その結果が否の場合、ステップ１０３においてアイドル
後増量のフラグがセットされる。If the result is negative, the post-idle amount increase flag is set in step 103.
そして、図示しない後段のプログラムでこのフラグがセ
ットされたのを検知すると、そのプログラムで第４図
(Ｃ)に示す割増し時間ｔ1(sec)だけアイドル後増量が実
行される。Then, when it is detected that this flag is set by the program at the latter stage (not shown), the program shown in FIG.
The post-idle increase is executed for the extra time t 1 (sec) shown in (C).
一方、ステップ１０１において吸入空気流量の変化分Δ
Ｑａが所定値Ｘより大きいと判定されると、ステップ１
０２において前回割込み噴射した時から経過時間ｔが所
定値Ｙより小さいか否かを判定する。On the other hand, in step 101, the change Δ in the intake air flow rate
If it is determined that Qa is larger than the predetermined value X, step 1
In 02, it is determined whether or not the elapsed time t from the time of the previous interrupt injection is smaller than the predetermined value Y.
この判定の結果、経過時間ｔが所定値Ｙよりも小さいと
判定されると、ステップ１０４において通常の噴射時期
の燃料時間Ｔｉに前回の割込み時期からの経過時間ｔに
基づいて決定される割込み噴射係数ｆ(ｔ)を乗算した
値、 ＴIRD＝ｆ(ｔ)・Ｔｉ が割込み噴射時間として演算される。When it is determined that the elapsed time t is smaller than the predetermined value Y as a result of this determination, in step 104, the fuel injection time Ti of the normal injection timing is determined based on the elapsed time t from the previous interrupt timing. A value obtained by multiplying the coefficient f (t), T IRD = f (t) · Ti, is calculated as the interrupt injection time.
一方、この判定の結果、経過時間ｔが所定値Ｙよりも大
きいと判断されると、ステップ１０６において通常の噴
射時期の燃料噴射時間Tiに固定の値である割込み噴射係
数ａを乗算した値、 ＴIRD＝ａ・Ｔｉ が割込み噴射時間として演算される。On the other hand, as a result of this determination, when it is determined that the elapsed time t is larger than the predetermined value Y, in step 106, a value obtained by multiplying the fuel injection time Ti of the normal injection timing by the interrupt injection coefficient a that is a fixed value, T IRD = a · Ti is calculated as the interrupt injection time.
そして、ステップ１０５ではステップ１０４及びステッ
プ１０６のいずれかで求めた割込み噴射時間ＴIRDを用
いた割込み噴射処理が実行される。Then, in step 105, the interrupt injection process using the interrupt injection time T IRD obtained in either step 104 or step 106 is executed.
次に、ステップ１０７で加速増量フラグをセットし、図
示しない後段のプログラムでこのフラグがセットされた
のを検知すると、そのプログラムで第４図(Ａ)、(Ｂ)に
示す割増し時間ｔ2(sec)だけアイドル後増量に優先して
加速増量が実行される。Next, in step 107, the acceleration increase flag is set, and when it is detected that this flag is set by a program in the subsequent stage (not shown), the extra time t 2 (shown in FIGS. 4A and 4B) by the program is set. (according to sec), the acceleration increase is executed prior to the increase after idling.
前述した制御の結果が第４図に示されており、ステップ
１０３に示すアイドル後増量の状態が第４図(Ｃ)に、ス
テップ１０４、１０５、１０７に示す割込み噴射及び加
速増量の状態が第４図(Ａ)に、ステップ１０６、１０
５、１０７に示す割込み噴射及び加速増量の状態が第４
図(Ｂ)にそれぞれ記載されている。The result of the above-mentioned control is shown in FIG. 4, the state after the idle increase shown in step 103 is shown in FIG. 4 (C), and the state of the interrupt injection and the acceleration increase shown in steps 104, 105 and 107 is shown in FIG. As shown in FIG.
The states of interrupt injection and acceleration increase shown in Nos. 5 and 107 are the fourth.
Each is shown in FIG.
ここで、割込み噴射係数ｆ(ｔ)は前述したように前回の
割込み噴射終了時点からの経過時間ｔが小さければ小さ
くなる値である。Here, the interrupt injection coefficient f (t) is a value that decreases as the elapsed time t from the end of the previous interrupt injection is small, as described above.
このように、アイドルスイッチがオンからオフにされる
ような運転状態において、割込み噴射を行うかどうかを
ΔＱａの大きさで判定し、割込み噴射を行わない時には
第４図(Ｃ)に示すようにアイドル後増量を行い、一方、
割込み噴射を行う時には、前回割込噴射した時から所定
時間経過している場合には第４図(Ａ)に示すように固定
の割込み噴射係数によりその噴射量を決定すると共に、
前回割込噴射した時から所定時間経過していない場合に
は第４図(Ｂ)に示すように経過時間に基づいた割込み噴
射係数によりその噴射量を検定するようにしているため
良好な加速運転性能が得られる。As described above, in an operating state in which the idle switch is turned from ON to OFF, whether or not to perform the interrupt injection is determined by the magnitude of ΔQa, and when the interrupt injection is not performed, as shown in FIG. 4 (C). Increase the amount after idle, while
When performing the interrupt injection, if a predetermined time has elapsed from the time of the interrupt injection last time, the injection amount is determined by a fixed interrupt injection coefficient as shown in FIG. 4 (A), and
When the predetermined time has not elapsed since the last interrupt injection, the injection amount is verified by the interrupt injection coefficient based on the elapsed time as shown in FIG. Performance is obtained.
以上に説明した様に、本発明によれば、例えば空吹かし
を連続で行った場合等に発生してしまう供給燃料の過濃
の問題を解決し、急加速時でも緩加速時でも良好な加速
運転性能を得ることが出来る。As described above, according to the present invention, for example, the problem of rich fuel supply that occurs when idling is continuously performed is solved, and good acceleration is achieved during both rapid acceleration and gentle acceleration. Driving performance can be obtained.
第１図は従来の加速補正時の噴射状態を示す図、第２図
は多気筒４サイクル内燃機関の電子式燃料噴射装置のシ
ステム図、第３図は本発明による加速補正の流れを示す
フローチャート、第４図は本発明による加速補正時の噴
射状態を示す図である。 ２……絞弁、３……噴射弁、１６……アイドルスイッ
チ。FIG. 1 is a diagram showing a conventional injection state at the time of acceleration correction, FIG. 2 is a system diagram of an electronic fuel injection device for a multi-cylinder 4-cycle internal combustion engine, and FIG. 3 is a flowchart showing a flow of acceleration correction according to the present invention. FIG. 4 is a diagram showing an injection state at the time of acceleration correction according to the present invention. 2 ... throttle valve, 3 ... injection valve, 16 ... idle switch.
フロントページの続き (72)発明者 吉田 竜也 茨城県勝田市大字高場2520番地 株式会社 日立製作所佐和工場内 (56)参考文献 特開 昭54−22021（ＪＰ，Ａ) 特開 昭55−131536（ＪＰ，Ａ) 特開 昭54−134227（ＪＰ，Ａ)Front page continued (72) Inventor Tatsuya Yoshida 2520 Takaba, Katsuta City, Ibaraki Prefecture Sawa Plant, Hitachi, Ltd. (56) References JP-A-54-22021 (JP, A) JP-A-55-131536 (JP-A-55-131536 ( JP, A) JP-A-54-134227 (JP, A)
Claims (1)
気量検出器； (b)．前記内燃機関の回転数を検出する回転検出器； (c)．前記内燃機関に燃料を噴射する噴射弁； (d)．前記吸入空気量と前記回転数を基に前記噴射弁の
噴射時間を決定すると共に、前記噴射弁を所定の噴射時
期および前記所定の噴射時期の間に割り込む割込み噴射
時期に開弁させる以下の機能を有する電子制御手段； (1)．アイドル状態からオフアイドル状態に切り換わっ
た第１の状態で、前記吸入空気量の変化量が所定値以下
の場合には、前記所定の噴射時期の噴射時間を割増しす
る機能； (2)．前記第１の状態で、前記吸入空気量の変化量が所
定値以上で、しかも前回の割込噴射時期から所定の時間
以上経過している場合には、今回の割込み噴射時期に、
前記噴射弁を前記所定の噴射時期の噴射時間に所定の割
込み噴射係数を乗じた割込み噴射時間だけ開弁すると共
に、前記所定の噴射時期の噴射時間を割増しする機能； (3)．前記第１の状態で、前記吸入空気量の変化量が所
定値以上で、しかも前回の割込み噴射時期から所定の時
間経過していない場合には、今回の割込み噴射時期に、
前記所定の噴射時期の噴射時間に前回の割込み噴射時期
からの経過時間に基づいて決定される割込み噴射係数を
乗じた割込噴射時間だけ前記噴射弁を開弁とすると共
に、前記所定の噴射時期の噴射時間を割増しする機能； とよりなる電子式燃料噴射装置。Claim 1. (a). An air amount detector for detecting the intake air amount of the internal combustion engine; (b). A rotation detector for detecting the rotation speed of the internal combustion engine; (c). An injection valve for injecting fuel into the internal combustion engine; (d). The following functions of determining the injection time of the injection valve based on the intake air amount and the rotational speed, and opening the injection valve at a predetermined injection timing and an interrupt injection timing that interrupts between the predetermined injection timings. (1). A function for increasing the injection time at the predetermined injection timing when the change amount of the intake air amount is equal to or less than a predetermined value in the first state where the idle state is switched to the off-idle state; (2). In the first state, when the amount of change in the intake air amount is equal to or greater than a predetermined value, and more than a predetermined time has elapsed from the previous interrupt injection timing, the interrupt injection timing of this time is
A function of opening the injection valve for an interrupt injection time obtained by multiplying the injection time of the predetermined injection timing by a predetermined interrupt injection coefficient, and increasing the injection time of the predetermined injection timing; (3). In the first state, when the amount of change in the intake air amount is equal to or greater than a predetermined value and a predetermined time has not elapsed from the previous interrupt injection timing, the current interrupt injection timing is
The injection valve is opened for an interrupt injection time obtained by multiplying the injection time of the predetermined injection timing by an interrupt injection coefficient determined based on the elapsed time from the previous interrupt injection timing, and the predetermined injection timing The function of increasing the injection time of the electronic fuel injection device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57070431A JPH0610443B2 (en) | 1982-04-28 | 1982-04-28 | Electronic fuel injection device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57070431A JPH0610443B2 (en) | 1982-04-28 | 1982-04-28 | Electronic fuel injection device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58187538A JPS58187538A (en) | 1983-11-01 |
| JPH0610443B2 true JPH0610443B2 (en) | 1994-02-09 |
Family
ID=13431281
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57070431A Expired - Lifetime JPH0610443B2 (en) | 1982-04-28 | 1982-04-28 | Electronic fuel injection device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0610443B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60261947A (en) * | 1984-06-08 | 1985-12-25 | Hitachi Ltd | Accelerative correction of fuel injector |
| JP2520608B2 (en) * | 1986-08-06 | 1996-07-31 | 株式会社ユニシアジェックス | Electronically controlled fuel injection device for internal combustion engine |
| JPH0192547A (en) * | 1987-10-05 | 1989-04-11 | Japan Electron Control Syst Co Ltd | Electronically controlled fuel injection device for multi-cylinder internal combustion engine |
| JPS6473145A (en) * | 1987-09-11 | 1989-03-17 | Daihatsu Motor Co Ltd | Fuel contorl method for electronic control type engine |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5422021A (en) * | 1977-07-18 | 1979-02-19 | Nippon Denso Co Ltd | Electronically controlled fuel injection device |
| DE2814397A1 (en) * | 1978-04-04 | 1979-10-18 | Bosch Gmbh Robert | DEVICE FOR FUEL METERING IN AN COMBUSTION ENGINE |
| JPS5828542A (en) * | 1981-07-24 | 1983-02-19 | Toyota Motor Corp | Electronically controlled fuel injection process and equipment in internal combustion engine |
-
1982
- 1982-04-28 JP JP57070431A patent/JPH0610443B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58187538A (en) | 1983-11-01 |
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