JPS602507B2 - Fuel stop device for electronically controlled fuel injection system - Google Patents
Fuel stop device for electronically controlled fuel injection systemInfo
- Publication number
- JPS602507B2 JPS602507B2 JP8156077A JP8156077A JPS602507B2 JP S602507 B2 JPS602507 B2 JP S602507B2 JP 8156077 A JP8156077 A JP 8156077A JP 8156077 A JP8156077 A JP 8156077A JP S602507 B2 JPS602507 B2 JP S602507B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- circuit
- engine
- stop
- pulse signal
- 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
Links
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【発明の詳細な説明】
本発明は電子制御式燃料噴射装置の減速時の燃料停止装
置に関するもので燃料停止後の燃料復帰後設定時間内は
燃料停止を実施せずスロツトル弁の短時間の開閉動作を
繰返した場合にも車範のドライブフィーリングを悪化さ
せないようにしたものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel stop device during deceleration of an electronically controlled fuel injection system, and the present invention relates to a fuel stop device during deceleration of an electronically controlled fuel injection system. This prevents the driving feeling of the model from deteriorating even if the operation is repeated.
従来この種の装置における燃料停止は機関のスロットル
弁の閥度が設定値以下かつ機関の回転数が設定値以上の
場合行われており前記スロットル弁の開度或いは機関の
回転数のいずれかが前記設定値を満足しなくなった場合
に燃料停止を終了していたが機関減速時の燃料停止機能
は燃料消費量の減少、エンジンブレーキ効果大、排気ガ
スの浄化という点ですぐれた機能を有しておりその停止
を広い範囲で実施しようという方向にある。Conventionally, fuel stop in this type of device is performed when the throttle valve opening of the engine is below a set value and the engine speed is above the set value. Fuel stop was terminated when the set value was no longer satisfied, but the fuel stop function when the engine decelerates has an excellent function in terms of reducing fuel consumption, having a large engine braking effect, and purifying exhaust gas. The current trend is to implement the suspension in a wide range of areas.
しかるに例えば燃料停止回転数を120びpm,復帰(
再噴射)回転数を90仇pmにした場合は通常走行時に
は問題ないが市街地走行又は車の渋滞等で車鋼の加減速
を交互に繰り返して使用する場合は燃料停止と復帰を繰
り返すことにより車輪にショックが生じドライブフィー
リングを非常に悪化させてしまうという欠点を生じるこ
とが判った。すなわち燃料停止と復帰の機関回転数に差
を設けてそれを防ぐ効果をもたしているが燃料停止回転
数を上記で述べた如くその機能を有効に生かすため下げ
る方向にあることと停止回転数近くでの加減遠の場合は
スロットル閥度が設定値以下か以上かで燃料停止、復帰
を繰り返しスロットル弁の関度検出にはヒステリシスが
ほとんどないし又大きなヒステリシスを付けることは非
常に困難で有り燃料停止の本来の有効な機能がそこなわ
れてしまうという恐れもある。本発明は前記欠点を改良
すべ〈燃料停止後の燃料復帰後設定時間内は機関の運転
状態が燃料停止条件であっても燃料停止を行なわせずス
ロツトル弁の短時間内での開閉の繰り返し動作に対して
軍師のショックを軽減するという効果をもつ装置の提供
を目的とするものである。However, for example, if the fuel stop rotation speed is increased to 120 pm, then the recovery (
(Re-injection) If the rotation speed is set to 90 pm, there will be no problem during normal driving, but if the vehicle steel is used to alternately accelerate and decelerate while driving in a city or in traffic jams, the fuel will stop and return repeatedly and the wheels will be damaged. It has been found that this has the drawback of causing a shock and greatly deteriorating the drive feeling. In other words, it has the effect of preventing this by creating a difference in the engine speed when fuel stops and when it returns, but as mentioned above, the fuel stop speed must be lowered in order to make effective use of this function. In the case of adjustment in the vicinity of a few degrees, the fuel stops and returns repeatedly depending on whether the throttle pressure is below or above the set value, and there is almost no hysteresis in the throttle valve relationship detection, and it is very difficult to add large hysteresis. There is also a fear that the originally effective function of fuel stop may be impaired. The present invention aims to improve the above-mentioned drawbacks. After the fuel is restored after the fuel stop, the fuel is not stopped even if the operating state of the engine is in the fuel stop condition, and the throttle valve is repeatedly opened and closed within a short period of time. The purpose of this invention is to provide a device that is effective in reducing the shock experienced by military personnel.
以下本発明を図面に示す一実施例について説明する。An embodiment of the present invention shown in the drawings will be described below.
本発明装置の全体構成を示す第1図において1は機関の
回転信号をパルス信号で検出するためのィグニツション
コィルの一次側端子、2は前記パルス信号を誤動作防止
のために波形整形すると同時に後述するパルス信号T,
のパルス時間幅が設定値以上にならないようにするため
の機能を有すべくパルス信号T,と同時期に設定パルス
時間幅のパルス信号TMを生ずる波形整形回路である。
3は分周回路で、6気筒の場合機関1回転当りの燃料噴
射回数を1回とするためには1/3分周回路が用いられ
、燃料噴射回数を機関1回転で2回以上或いは2回転で
1回とする場合は他の分周比の回路を必要とすることは
勿論である。In FIG. 1 showing the overall configuration of the device of the present invention, 1 is the primary side terminal of the ignition coil for detecting the rotation signal of the engine as a pulse signal, and 2 is the waveform shaping of the pulse signal to prevent malfunction. At the same time, a pulse signal T, which will be described later,
This is a waveform shaping circuit that generates a pulse signal TM having a set pulse time width at the same time as the pulse signal T, in order to prevent the pulse time width of the pulse time width from exceeding a set value.
3 is a frequency dividing circuit, and in the case of a 6-cylinder engine, a 1/3 frequency dividing circuit is used to reduce the number of fuel injections per engine revolution to one, and the frequency dividing circuit is used to reduce the number of fuel injections to two or more times per engine revolution. Of course, if the number of rotations is one, a circuit with a different frequency division ratio is required.
4は演算回路で、分周回路3からの機関回転数に反比例
した時間幅の回転信号を吸入空気量計5からの吸入空気
量に応じた信号を入力し、機関の吸入空気量を機関回転
数で割算した時間幅tpのパルス信号T,を生ずる。4 is an arithmetic circuit which inputs a rotation signal with a time width inversely proportional to the engine rotation speed from the frequency dividing circuit 3 and a signal corresponding to the intake air amount from the intake air amount meter 5, and calculates the intake air amount of the engine by calculating the engine rotation speed. A pulse signal T having a time width tp divided by the number is generated.
この時間幅tpは、1つの気筒に1行程で吸いこまれた
空気量に比例しており、前記パルス信号TMとパルス信
号T,とのAND論理をとることにより、時間幅tpは
パルス信号TMの時間幅以上にならないようにしてある
。6は乗算回路で、前記演算回路4から出力されるパル
ス信号T,のパルス時間幅tpに、機関の冷却水温、吸
入空気温等を検出する運転状態検出手段7からの各種信
号を秦算してパルス時間幅tmmのパルス信号T2を出
力する。3は電圧補正回路で前記乗算回路からのパルス
信号T2を入力し、電磁噴射弁11の燃料噴射量が電源
電圧によって変化するのを補正するべく、電源電圧に応
じたパルス時間幅tuのパルス信号T3を出力する。This time width tp is proportional to the amount of air sucked into one cylinder in one stroke, and by taking the AND logic of the pulse signal TM and the pulse signal T, the time width tp is It is made so that it does not exceed the time range. 6 is a multiplication circuit which multiplies the pulse time width tp of the pulse signal T outputted from the arithmetic circuit 4 by various signals from the operating state detection means 7 for detecting engine cooling water temperature, intake air temperature, etc. A pulse signal T2 having a pulse time width tmm is output. 3 is a voltage correction circuit which inputs the pulse signal T2 from the multiplication circuit, and generates a pulse signal with a pulse time width tu according to the power supply voltage in order to correct the change in the fuel injection amount of the electromagnetic injection valve 11 depending on the power supply voltage. Output T3.
9はOR回路で、前記演算回路4、前記乗算回路6及び
前記電圧補正回路8からのパルス信号T.,T2,Lを
入力して、パルス時間幅(tp+tm+tu)のパルス
信号Tを出力回路1D‘こ供給し、電磁噴射弁11を関
弁作動させる。Reference numeral 9 denotes an OR circuit which receives pulse signals T. , T2, and L, a pulse signal T having a pulse time width (tp+tm+tu) is supplied to the output circuit 1D', and the electromagnetic injection valve 11 is operated as a valve.
上記構成は公知であり、特に乗算回路6は例えば特開昭
49一67016号公報に記載された時間幅可変のマル
チパイプレータとして構成される。The above configuration is well known, and in particular, the multiplier circuit 6 is configured as, for example, a variable time width multipipelator described in Japanese Patent Laid-Open No. 49-67016.
このマルチパイプレータは、前記演算回路4からのパル
ス信号T,のパルス時間幅tpの間充電されるコンデン
サを有し、その充電終了後の放電持続時間に等しいパル
ス時間幅tmのパルス信号T2を生ずるものであり、充
電時に外部回路から流れ込む電流が大きいほどパルス時
間幅tmは大きくなり「かつ放電時に外部回路から流れ
込む電流が大きいほどパルス時間幅tmは大きくなるよ
うに構成され、その増加比は増加されない場合の電流に
対して増加された場合に流れ込む電流の比で決定される
。更に第1図において、前記分周回路3には単安定マル
チパイプレータ14および比較回路15が接続され、比
較回路15は分周回路3から入力される機関回転数に反
比例した時間幅のパルス信号N2と、このパルス信号に
同期して単安定マルチバイブレーター4から入力される
一定時間幅のパルス信号N,と比較してN.<N2のと
き“0”電圧を生じ、N,>N2のとき“1”電圧を生
ずるよう構成され、比較回路15の出力を単安定マルチ
パイプレー夕14に帰還して回転数ヒステリシスをつけ
るよう機成されている。This multipipulator has a capacitor that is charged during the pulse time width tp of the pulse signal T from the arithmetic circuit 4, and receives a pulse signal T2 having a pulse time width tm equal to the discharge duration after the completion of charging. The larger the current flowing from the external circuit during charging, the larger the pulse time width tm.The larger the current flowing from the external circuit during discharging, the larger the pulse time width tm. It is determined by the ratio of the current flowing when the current is increased to the current when the current is not increased.Furthermore, in FIG. The circuit 15 receives a pulse signal N2 having a time width inversely proportional to the engine rotational speed inputted from the frequency dividing circuit 3, and a pulse signal N2 having a constant time width inputted from the monostable multivibrator 4 in synchronization with this pulse signal. It is configured to generate a voltage of "0" when N.<N2 and a voltage of "1" when N. It is designed to provide several hysteresis.
なお、パルス信号N,の時間幅は燃料停止の一条件とな
る回転数の設定値に対応して決定されることは言うまで
もなく、比較回路15は機関回転数が設定回転数以上の
ときにのみ“1”電圧を生ずることになる。16は機関
スロットル弁に連動するスロットル検出器で、スロツト
ル弁開度が設定値以下のときにのみ“1”電圧を生ずる
よう構成されている。It goes without saying that the time width of the pulse signal N is determined in accordance with the set value of the engine speed, which is a condition for fuel stop, and the comparator circuit 15 operates only when the engine speed is equal to or higher than the set engine speed. A "1" voltage will be generated. Reference numeral 16 denotes a throttle detector linked to the engine throttle valve, and is configured to generate a "1" voltage only when the throttle valve opening is less than a set value.
17はNANDゲートを有する噴射停止回路で、比較回
路15およびスロツトル検出器16からの入力信号が共
に“1”電圧である場合、すなわち機関回転数が設定回
転数以上でかつスロットル弁開度が設定関度以下の機関
減速時に、噴射停止信号としての“0”電圧を生じ、こ
の世力信号はNORゲート19に入力される。17 is an injection stop circuit having a NAND gate, and when the input signals from the comparator circuit 15 and the throttle detector 16 are both "1" voltage, that is, the engine speed is higher than the set speed and the throttle valve opening is set. When the engine decelerates below the engine speed, a "0" voltage is generated as an injection stop signal, and this power signal is input to the NOR gate 19.
一方18は燃料停止の時間制御回路で燃料停止回路17
からの燃料停止信号が出力されている時間内に急速に充
電され、燃料停止信号が解除された燃料復帰後の設定時
間で放電されるコンデンサを有した回路構成で燃料復帰
後設定時間内はその出力が“1”である。On the other hand, 18 is a fuel stop time control circuit, and a fuel stop circuit 17
This circuit has a capacitor that is rapidly charged during the time when the fuel stop signal is output from the fuel stop signal, and is discharged at the set time after the fuel is restored after the fuel stop signal is released. The output is "1".
この時間制御回路18の出力もNORゲート19に入力
され、従ってNORゲート19の出力は両回路18及び
17の出力がいずれも“0”のときのみ“1”となりイ
ンバー夕20の出力が“0”となり、前記OR回路9か
ら出力回路10へのパルス信号が遮断され燃料停止させ
ることになる。つまり燃料復帰後設定時間内は燃料停止
を阻止させる機能を有することになる。次に本発明の主
要部をなす時間制御回路18の具体的回路例について第
2図に示し、その詳細な動作を説明する。The output of this time control circuit 18 is also input to the NOR gate 19, so the output of the NOR gate 19 becomes "1" only when the outputs of both circuits 18 and 17 are "0", and the output of the inverter 20 becomes "0". ”, the pulse signal from the OR circuit 9 to the output circuit 10 is cut off, and the fuel is stopped. In other words, it has a function of preventing fuel stoppage within a set time after fuel is restored. Next, a specific circuit example of the time control circuit 18 which forms the main part of the present invention is shown in FIG. 2, and its detailed operation will be explained.
この時間制御回路18はしジスタR,〜R6、ダイオー
ドD,、トランジスタTr,、コソデンサC,、コンパ
レータ18a及びDフリッブフロップ(D−FF)18
bより構成されている。機関回転数が設定回転数以上で
スロットル弁関度が設定開度以下における燃料停止条件
のとき噴射停止回路17の出力は“0”となり第2図A
点の電位はその瞬間コンパレータ18aの反転端子のレ
ベルより低ければコンパレータ18aは“0”が出力さ
れD−FF(テキサスインストルメント社SN7474
楢当)18bのQ出力は“0”となり、NORゲート1
9出力は“1”、インバータ20出力は“0”となって
燃料噴射を停止する。This time control circuit 18 includes resistors R, ~R6, diodes D, transistors Tr, cosonator C, comparator 18a, and D flip-flop (D-FF) 18.
It is composed of b. When the fuel stop condition is such that the engine speed is above the set speed and the throttle valve function is below the set opening, the output of the injection stop circuit 17 becomes "0" as shown in Fig. 2A.
If the potential at the point is lower than the level of the inverting terminal of the comparator 18a at that moment, the comparator 18a outputs "0" and the D-FF (Texas Instruments SN7474
The Q output of 18b becomes “0” and the NOR gate 1
The output from the inverter 9 becomes "1" and the output from the inverter 20 becomes "0" to stop fuel injection.
一方A点の電位はトランジスタTr,がOFFされたた
め抵抗R2を介して比較的早い時間にコンデンサC,は
充電されて上昇し、コンパレータ18aの出力は“1”
となる。次に燃料噴射停止を解除つまり燃料噴射を再開
して復帰すべき条件となると、噴射停止回路17の出力
は“1”となり、ィソバータ20出力は“1”となつて
燃料噴射を再開すると共に、トランジスタTr.はON
するためコンデンサC,に充電された電荷は抵抗R3を
介して放電される。この際、この放電中に(つまりA点
の電位がコンパレータ18aの反転端子のレベルより高
い間で決まる設定時間中に)燃料噴射を再び停止すべき
条件となって回路17から“0”が出力されてもコンパ
レータ18aの出力は“1”であるためD−FF18b
のQ出力も“1”で、NORゲート19出力は“0”、
インバータ20出力は“1”で燃料噴射停止は行なわな
い。以上のように本発明装置は、燃料停止後再び贋射す
べく燃料復帰させた場合は、設定時間だけ経過しないと
再び燃料停止しない構成であり、従って市街地走行や渋
滞時の走行のように加減速を繰り返して運転するような
場合に燃料停止と復帰とを短時間に繰り返し行なうとい
ったことが解消でき、車輪ショックによる運転フィーリ
ングの悪化といった問題を生じることがないという利点
を持t)。On the other hand, since the transistor Tr, is turned off, the potential at the point A is charged through the resistor R2, and the capacitor C, rises relatively quickly, and the output of the comparator 18a becomes "1".
becomes. Next, when the condition for canceling the fuel injection stop, that is, restarting the fuel injection and returning, the output of the injection stop circuit 17 becomes "1", the output of the isoverter 20 becomes "1", and the fuel injection is restarted. Transistor Tr. is ON
Therefore, the charge stored in the capacitor C is discharged via the resistor R3. At this time, during this discharge (that is, during the set time determined while the potential at point A is higher than the level of the inverting terminal of the comparator 18a), the condition for stopping the fuel injection again is established, and "0" is output from the circuit 17. Since the output of the comparator 18a is “1” even if D-FF18b
The Q output of is also “1”, the NOR gate 19 output is “0”,
The inverter 20 output is "1" and fuel injection is not stopped. As described above, the device of the present invention is configured so that when the fuel is restored after the fuel has been stopped, the fuel will not be stopped again until a set time has elapsed. This eliminates the need to repeatedly stop and restore fuel in a short period of time when driving repeatedly, and has the advantage that problems such as deterioration of driving feeling due to wheel shock do not occur.
第1図は本発明の一実施例を示すブロック線図、第2図
は第1図に示す時間制御回路の詳細構成を示す電気結線
図である。
11・・・電磁噴射弁、17・・・噴射停止回路、18
・・・時間制御回路。
第2図
第1図FIG. 1 is a block diagram showing one embodiment of the present invention, and FIG. 2 is an electrical wiring diagram showing the detailed configuration of the time control circuit shown in FIG. 11... Electromagnetic injection valve, 17... Injection stop circuit, 18
...Time control circuit. Figure 2 Figure 1
Claims (1)
印加する噴射パルス信号のパルス時間幅にて規定する電
子制御式燃料噴射装置において、前記機関の減速時の燃
料停止後の燃料復帰直後より設定時間内の間は再度機関
の燃料停止が実行されるのを阻止する時間制御手段を設
けたこととを特徴とする電子制御式燃料噴射装置の燃料
停止装置。1. In an electronically controlled fuel injection device that regulates the amount of fuel according to the operating state of the engine by the pulse time width of an injection pulse signal applied to an electromagnetic injection valve, the fuel is restored after a fuel stop during deceleration of the engine. 1. A fuel stop device for an electronically controlled fuel injection system, characterized in that a time control means is provided for preventing fuel stop of the engine from being executed again for a set time period immediately afterward.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP8156077A JPS602507B2 (en) | 1977-07-07 | 1977-07-07 | Fuel stop device for electronically controlled fuel injection system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP8156077A JPS602507B2 (en) | 1977-07-07 | 1977-07-07 | Fuel stop device for electronically controlled fuel injection system |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS5416028A JPS5416028A (en) | 1979-02-06 |
JPS602507B2 true JPS602507B2 (en) | 1985-01-22 |
Family
ID=13749667
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP8156077A Expired JPS602507B2 (en) | 1977-07-07 | 1977-07-07 | Fuel stop device for electronically controlled fuel injection system |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS602507B2 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6038542B2 (en) * | 1979-05-31 | 1985-09-02 | 日産自動車株式会社 | Internal combustion engine fuel control device |
JPS5813000U (en) * | 1981-07-17 | 1983-01-27 | 株式会社富士通ゼネラル | Printed circuit board defective location display device |
JPS60135644A (en) * | 1983-12-24 | 1985-07-19 | Mazda Motor Corp | Fuel supplying apparatus for engine |
JPS60135645A (en) * | 1983-12-24 | 1985-07-19 | Mazda Motor Corp | Fuel supplying apparatus for engine |
-
1977
- 1977-07-07 JP JP8156077A patent/JPS602507B2/en not_active Expired
Also Published As
Publication number | Publication date |
---|---|
JPS5416028A (en) | 1979-02-06 |
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