JPS6149158A - Fuel cut control device of internal-combustion engine - Google Patents

Fuel cut control device of internal-combustion engine

Info

Publication number
JPS6149158A
JPS6149158A JP17090084A JP17090084A JPS6149158A JP S6149158 A JPS6149158 A JP S6149158A JP 17090084 A JP17090084 A JP 17090084A JP 17090084 A JP17090084 A JP 17090084A JP S6149158 A JPS6149158 A JP S6149158A
Authority
JP
Japan
Prior art keywords
fuel
engine
speed
predetermined value
fully closed
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.)
Granted
Application number
JP17090084A
Other languages
Japanese (ja)
Other versions
JPH0247589B2 (en
Inventor
Minoru Takahashi
稔 高橋
Kiyoshi Yagi
八木　潔
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Ten Ltd
Original Assignee
Denso Ten Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Denso Ten Ltd filed Critical Denso Ten Ltd
Priority to JP17090084A priority Critical patent/JPS6149158A/en
Publication of JPS6149158A publication Critical patent/JPS6149158A/en
Publication of JPH0247589B2 publication Critical patent/JPH0247589B2/ja
Granted legal-status Critical Current

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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/02—Preventing flow of idling fuel
    • F02M3/04—Preventing flow of idling fuel under conditions where engine is driven instead of driving, e.g. driven by vehicle running down hill
    • F02M3/045—Control of valves situated in the idling nozzle system, or the passage system, by electrical means or by a combination of electrical means with fluidic or mechanical means

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

PURPOSE:To prevent an engine causing an engine stop by a rapid decrease of a speed due to clutch disconnection or the like when the engine is decelerated, by cutting off fuel when a throttle valve is fully closed with the speed in a predetermined value or more for a fuel cut at deceleration time an restarting supply of the fuel when a decelerative change rate of the speed is in a predetermined value or more. CONSTITUTION:A mixture from a carburetor 1 supplying fuel to an internal- combustion engine 4 is supplied to the engine in accordance with the opening of a throttle valve 14. When the throttle valve opening 15 is fully closed or almost fully closed and when the engine is decelerated at a speed in a predetermined value or more, a control device 9, outputting a fuel cut signal and closing a solenoid operated valve 8 arranged in a fuel passage 7 to a fuel nozzle 2 in the carburetor 1, cuts off fuel. During such deceleration, if a clutch is disconnected and/or a speed shift is placed in a neutral position, the engine, whose speed rapidly decreases, causes an engine stop, but the control device 9, if it detects a change rate of the decrease of this speed being in a predetermined value or more, restarts supply of the fuel.

Description

【発明の詳細な説明】 産業上の利用分野 本発明は、キャブレタを使用した内燃機関の燃料カット
制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a fuel cut control device for an internal combustion engine using a carburetor.

従来の技術 従来より、燃費および排気ガスの点から所定の条件が成
立したときに内燃機関への燃料供給をカットすることが
行なわれている。2. Description of the Related Art Conventionally, fuel supply to an internal combustion engine has been cut when predetermined conditions are met in terms of fuel efficiency and exhaust gas.

一般に、燃料をカットする為の条件としては、基本的に
次の二つが採用されている。Generally, the following two conditions are basically adopted for cutting fuel.

■機関回転数が所定回転数以上であること■スロットル
弁が全閉か略全閉であることしかし、キヤプレタ方式の
内燃機関の場合、一旦燃料をカットしてしまうと、キャ
ブレフ部分からインテークマニホールド部分まで完全に
燃料の乾いた状態となり、この状態から燃料供給を再開
しても、径路の長いこととその径路部の管壁等に燃料が
定常量付着する必要があることから、機関に十分な燃料
が供給されるまでに比鮫的長い時間がかかることになる
。この為、復帰後速やかに十分な燃料供給が可能な電子
燃料噴射式の内ＭＡ　機関と異なり、上記条件だけでは
次のような問題が生じる。即ち、第４図に示すように、
機関回転数ＮＥが所定回転数ＮＥＡ以上の状態でスロッ
トル弁を全閉にすると、上記■、■の条件が成立して燃
料カソトが行なわれ、エンジンブレーキが利いた状態で
惰走が行なわれるが、この惰走中にクラッチが切られた
りニュートラル状態にされると、機関回転数は無負荷の
ために急速に低下する。このため、機関回転数が所定回
転数ＮＥ／以下になったことを検出して燃料供給を再開
すると、機関回転数の減速度が大きいことと、前述した
ように機関に燃料が十分に供給されるまでには比鮫的長
い時間がかかることとにより、十分な燃料が内燃機関に
供給される前に機関の回転が停止してしまうという問題
点がある。■The engine speed must be higher than the specified speed.■The throttle valve must be fully closed or almost fully closed.However, in the case of a carburetor internal combustion engine, once the fuel is cut, the engine speed must be at least the specified speed. Even if the fuel supply is restarted from this state, the engine will not have enough fuel due to the long route and the need for a constant amount of fuel to adhere to the pipe walls of the route. It will take a relatively long time until fuel is supplied. For this reason, unlike an electronic fuel injection internal MA engine that can supply sufficient fuel immediately after recovery, the following problems occur if only the above conditions are met. That is, as shown in FIG.
When the throttle valve is fully closed when the engine speed NE is higher than the predetermined speed NEA, the conditions ① and ③ above are met, fuel is drained, and coasting is performed with the engine brake applied. If the clutch is disengaged or the engine is placed in neutral during this coasting, the engine speed will rapidly drop due to no load. For this reason, when it is detected that the engine speed has fallen below the predetermined speed NE/ and the fuel supply is resumed, the deceleration of the engine speed is large and, as mentioned above, there is not enough fuel being supplied to the engine. Since it takes a relatively long time to reach the internal combustion engine, there is a problem in that the engine stops rotating before sufficient fuel is supplied to the internal combustion engine.

そこで、従来においては、クラッチがつながれているか
否かを検出するクラッチスイッチや、シフトがニュート
ラル状態か否かを検出するニュートラルスイッチを設け
、クラッチが切られていたり、ニュートラル状態であれ
ば燃料カットは行なわないようにし、また惰走中にクラ
ッチが切られた場合には直ちに燃料供給を再開してエン
ジンが停止しないような対策が講じられている。しかし
ながら、このような方法では、クラッチスイッチやニュ
ートラルスイッチが必要となり、コスト高になる欠点が
ある。Therefore, in the past, a clutch switch that detects whether the clutch is engaged or not, and a neutral switch that detects whether the shift is in the neutral state are provided, and if the clutch is disengaged or in the neutral state, the fuel is cut off. Countermeasures have been taken to ensure that this does not occur, and that if the clutch is disengaged during coasting, the fuel supply is immediately restarted to prevent the engine from stopping. However, this method requires a clutch switch and a neutral switch, which has the disadvantage of increasing costs.

発明が解決しようとする問題点 本発明はこのような従来の問題点を改善したもので、そ
の目的は、クラッチスイッチやニュートラルスイッチを
使用することなく、燃料カット状態からの復帰後におけ
る機関停止を防止することにある。Problems to be Solved by the Invention The present invention improves these conventional problems, and its purpose is to stop the engine after returning from a fuel cut state without using a clutch switch or neutral switch. The purpose is to prevent it.

問題点を解決するための手段 本発明は上記問題点を解決するために、スロットル弁が
全閉か略全閉であり且つ機関回転数が所定回転数よりも
高い状態になったときベンチュリ内に燃料を噴射するノ
ズルへ燃料を供給する燃料パイプに設けた電磁弁により
燃料の供給をカットするようにした内燃機関の燃料カッ
ト制御装置において、機関回転数の減速度の変化率が所
定値より大きくなったことを検出する手段を設け、該手
段により前記変化率が所定値より大きくなったとき前記
電磁弁による燃料カットを停止し燃料の供給を再開させ
るようにする。Means for Solving the Problems In order to solve the above-mentioned problems, the present invention has an objective of solving the above-mentioned problems. In a fuel cut control device for an internal combustion engine that cuts the supply of fuel using a solenoid valve installed in a fuel pipe that supplies fuel to a nozzle that injects fuel, the rate of change in deceleration of engine speed is greater than a predetermined value. A means for detecting the change rate is provided, and when the rate of change becomes larger than a predetermined value, the means stops the fuel cut by the electromagnetic valve and restarts the fuel supply.

作用 燃料カット後の惰走中に、クラッチが切られたり、ニュ
ートラル状態になると、機関回転数は急速に低下し、機
関回転数の単位時間毎の回転数差り減速度）の変化率は
急変し前記所定値より大きくなるので、直ちに燃料供給
が再開される。If the clutch is disengaged or the engine enters the neutral state during coasting after the operating fuel is cut, the engine speed will drop rapidly, and the rate of change in the engine speed (rotational speed difference/deceleration per unit time) will suddenly change. Since this becomes larger than the predetermined value, fuel supply is immediately restarted.

実施例 第１図は本発明の実施例の構成説明図であり、１はベン
チュリ、２はノズルで、ベンチュリ１内の負圧の力でノ
ズル２から燃料がベンチュリ１内に噴射され、空気と混
合された燃料がインテークマニホールド３を経由して内
燃機関４に導入される。５は燃料タンクであり、燃料は
ここからガソリンチェンバ６に送られ燃料パイプ７を通
ってノズル２に供給される。燃料パイプ７の途中には電
磁弁８が設けられる。この電磁弁８は制御信号ｄがハイ
レヘルとなって電源子Ｂから通電されると燃料パイプの
パイプ通路を弁により遮断し、通電が解かれるとパイプ
通路を開放するオン、オフの２モードで動作するタイプ
の電磁弁である。９は制御器で、マイクロプロセッサ（
ＭＰＵ）１０と、これに接続されたメモリ１１．出力イ
ンクフェイス１２、入力インクフェイス１３とから成る
。メモリ１１は第２図に示すプログラム等を格納するＲ
ＯＭ部と演算用等に使用されるＲＡＭ部とを有する。入
力インクフェイス１３は、スロットル弁１４が全閉或は
略全閉状態になったことを検出するスロットルスイッチ
１５のスロットル全閉信号ａ、内ＭＡ　＋ＪＳｌ関の例
えばクランク角センサからの機関回転数信号ｂ、車速セ
ンサ１６からの車速信号Ｃを取り込み、ＭＰＵｌ０の入
力ボートへ送出する。出力インクフェイス１２は、ＭＰ
Ｕｌ０と電磁弁８とのインクフェイスであり、電磁弁８
に制御信号ｄを送出する。Embodiment FIG. 1 is an explanatory diagram of the configuration of an embodiment of the present invention, where 1 is a venturi and 2 is a nozzle. Fuel is injected into the venturi 1 from the nozzle 2 by the force of negative pressure inside the venturi 1, and it is mixed with air. The mixed fuel is introduced into the internal combustion engine 4 via the intake manifold 3. 5 is a fuel tank, from which fuel is sent to a gasoline chamber 6 and supplied to the nozzle 2 through a fuel pipe 7. A solenoid valve 8 is provided in the middle of the fuel pipe 7. This solenoid valve 8 operates in two modes: ON and OFF, which shuts off the pipe passage of the fuel pipe when the control signal d becomes high level and is energized from the power source B, and opens the pipe passage when the energization is removed. This is a type of solenoid valve that 9 is a controller, which is a microprocessor (
MPU) 10 and memory 11 connected to it. It consists of an output ink face 12 and an input ink face 13. The memory 11 stores the programs shown in FIG.
It has an OM section and a RAM section used for calculations and the like. The input ink face 13 receives a throttle fully closed signal a from a throttle switch 15 that detects that the throttle valve 14 is fully closed or approximately fully closed, and an engine speed signal from a crank angle sensor, for example, related to MA+JSl. b. Take in the vehicle speed signal C from the vehicle speed sensor 16 and send it to the input port of MPU10. The output ink face 12 is MP
It is an ink face between Ul0 and solenoid valve 8, and solenoid valve 8
A control signal d is sent to.

第２図はＭＰＵｌ０が行なう燃料カット制御の一例を示
すフローチャートであり、該処理は例えば所定周期毎に
実行される。ＭＰＵｌ０は、先ず機関回転数信号すに基
づき機関回転数ＮＥを算出し、車速信号Ｃに基づき車速
ｓｐをを算出する。次に、今回の機関回転数Ｎｕ（ｉ）
から前回の機関回転数ＮＥ（ｉ　−１）を引算すること
により、今回の減速度ＤＬＮＥ　（ｉ　’）を求める。FIG. 2 is a flowchart showing an example of fuel cut control performed by MPU10, and this process is executed, for example, at every predetermined period. The MPU10 first calculates the engine speed NE based on the engine speed signal C, and calculates the vehicle speed sp based on the vehicle speed signal C. Next, the current engine speed Nu(i)
The current deceleration DLNE (i') is determined by subtracting the previous engine speed NE (i-1) from the current deceleration DLNE (i').

そして、以下の５つの条件が成立したか否かを判別する
。Then, it is determined whether the following five conditions are satisfied.

１）機関回転数ＮＥが所定の回転数ＮＥＩ以上であるか
。1) Is the engine speed NE greater than or equal to the predetermined speed NEI?

２）今回の減速度ＤＬＮＥ　（ｉ　）が所定の減速度例
えば１１０００ｒｐ　／　ｓ以下であるか。2) Is the current deceleration DLNE (i) less than a predetermined deceleration, for example, 11000 rp/s?

３）今回の減速度ＤＬＮＥ　（ｉ　）が、前回の減速度
ＤＬＮＥ（ｉ−１）に３／２を乗じた値以下であるか。3) Is the current deceleration DLNE (i) less than or equal to the previous deceleration DLNE (i-1) multiplied by 3/2?

即ち、減速度の変化率が所定値以下であるか。That is, is the rate of change in deceleration less than or equal to a predetermined value?

４）スロットル弁が全閉か略全閉状態であるか。4) Is the throttle valve fully closed or almost fully closed?

５）卓速か所定値例えば１０ｋｍ／ｈ以下であるか。5) Is the table speed less than a predetermined value, for example 10 km/h?

ＭＰＵｌ０は上記５つの条件が全・て成立したとき、制
御信号ｄにより電磁弁８をオンして燃料カットを実施し
、いずれか一つの条件でも満たされなくなると電磁弁８
をオフして燃料の供給を再開する。When all of the above five conditions are met, the MPU10 turns on the solenoid valve 8 using the control signal d to cut fuel, and when any one of the conditions is not satisfied, the solenoid valve 8 is turned on.
Turn off and restart fuel supply.

第３図は本実施例の動作説明図である。車速か所定値以
上で且つ機関回転数ＮＥが所定回転数ＮＥβ以上のとき
にスロットル弁１４を全閉にすると、機関回転数ＮＥは
徐々に低下し、前記２）、３）の条件も成立した時点で
燃料がカットされる。惰走中にクラッチが切られるかニ
ュートラル状態にされると、機関回転数は急激に低下す
る。すると、減速度の変化率が所定値β１を越え、先ず
前記条件３）が成立しなくなり、直らに燃料供給が再開
されることになる。FIG. 3 is an explanatory diagram of the operation of this embodiment. When the throttle valve 14 is fully closed when the vehicle speed is above a predetermined value and the engine speed NE is above the predetermined speed NEβ, the engine speed NE gradually decreases, and conditions 2) and 3) above are also satisfied. Fuel will be cut off at this point. If the clutch is disengaged or placed in neutral during coasting, the engine speed will drop rapidly. Then, the rate of change in deceleration exceeds the predetermined value β1, condition 3) is no longer satisfied, and fuel supply is immediately restarted.

また、クラッチ断直後に機関回転数の減速度の変化率は
最大となり、その後一定の減速度（クラッチが切られて
いるので大きな減速度である）で機関回転数が低下する
のでその変化率は所定値で１より再び小さくなる。しか
し、そのときには減速度が所定値１２以上になっている
ので、燃料供給再開後に瞬時燃料カットされる不都合は
解消される。勿論、前記２）の条件を採用しない構成と
しても、燃料供給が一旦再開されているので、ある程度
は機関の回転停止を防止することが可能である。別の対
策として、前記３）の条件が成立しなくなったときは所
定時間（機関回転数が所定値ＮＩＥβ以下に低下するの
に要する時間）だけ強制的に燃料カットを禁止するよう
に構成しても良い。Also, the rate of change in the deceleration of the engine speed reaches its maximum immediately after the clutch is disengaged, and then the engine speed decreases at a constant deceleration (large deceleration because the clutch is disengaged), so the rate of change is It becomes smaller than 1 again at a predetermined value. However, at that time, the deceleration is equal to or higher than the predetermined value of 12, so the inconvenience of instantaneous fuel cut after restarting fuel supply is eliminated. Of course, even if the configuration does not adopt the condition 2) above, it is possible to prevent the rotation of the engine from stopping to some extent since the fuel supply has been restarted once. Another countermeasure is to forcibly prohibit fuel cut for a predetermined period of time (the time required for the engine speed to drop below a predetermined value NIEβ) when the condition 3) above is no longer satisfied. Also good.

以上の実施例では燃料カット条件として１）。In the above embodiment, the fuel cut condition is 1).

３）、４）以外に２．）、５）なる条件を採用したが、
これを省略し又更に別の条件を採用することも可能であ
る。また、燃料カットは１）、４）の条件成立時に行な
い、再開は１）、３）、４）（必要によっては２）も加
味する）の何れかの条件が成立しなくなったときに行な
うようにしても良い。In addition to 3) and 4), 2. ), 5) were adopted, but
It is also possible to omit this or to adopt another condition. In addition, the fuel cut should be performed when conditions 1) and 4) are met, and the fuel cut should be restarted when any of the conditions 1), 3), and 4) (including 2) are not met if necessary. You can also do it.

発明の詳細 な説明したように、本発明によれば、燃料カットが行な
われエンジンブレーキが利いた状態で惰走している最中
にクラッチが切られたり、ニュートラル状態にされると
、機関回転数の減速度の変化率が急変することから直ち
にそれらが検出され、燃料供給の再開が行なわれるので
、燃料カット状態から復帰して機関に十分な燃料を供給
するまでに比較的長い時間を要するキャブレタ式の内燃
機関であっても、クラッチスイッチやニュートラルスイ
ッチを使用することなく燃料供給復帰後の機関の回転停
止を防止することができる効果がある。As described in detail, according to the present invention, if the clutch is disengaged or the engine is placed in the neutral state while coasting with the fuel cut and the engine brake applied, the engine rotation will be reduced. Since sudden changes in the rate of change in deceleration are detected immediately and fuel supply is restarted, it takes a relatively long time to recover from the fuel cut state and supply sufficient fuel to the engine. Even in the case of a carburetor type internal combustion engine, there is an effect that the rotation of the engine can be prevented from stopping after the fuel supply is restored without using a clutch switch or a neutral switch.

はＭＰＵｌ０が行なう燃料カット制御の一例を示すフロ
ーチャート、第３図は本発明の動作説明図、第４図は従
来の問題点の説明図である。3 is a flowchart showing an example of fuel cut control performed by MPU10, FIG. 3 is an explanatory diagram of the operation of the present invention, and FIG. 4 is an explanatory diagram of conventional problems.

１はベンチュリ、２はノズル、３はインテークマニホー
ルド、４は内燃機関、７は燃料バイブ、８は電磁弁、９
は制御器である。1 is a venturi, 2 is a nozzle, 3 is an intake manifold, 4 is an internal combustion engine, 7 is a fuel vibe, 8 is a solenoid valve, 9
is the controller.

Claims (1)

【特許請求の範囲】[Claims] スロットル弁が全閉か略全閉であり且つ機関回転数が所
定回転数よりも高い状態になったときベンチュリ内に燃
料を噴射するノズルへ燃料を供給する燃料パイプに設け
た電磁弁により燃料の供給をカットするようにした内燃
機関の燃料カット制御装置において、機関回転数の減速
度の変化率が所定値より大きくなったことを検出する手
段を設け、該手段により前記変化率が所定値より大きく
なったとき前記電磁弁による燃料カットを停止し燃料の
供給を再開させるようにしたことを特徴とする内燃機関
の燃料カット制御装置。When the throttle valve is fully closed or nearly fully closed and the engine speed is higher than a predetermined speed, the solenoid valve installed in the fuel pipe that supplies fuel to the nozzle that injects fuel into the venturi injects fuel. In a fuel cut control device for an internal combustion engine that cuts supply, means is provided for detecting that a rate of change in deceleration of engine speed has become larger than a predetermined value, and the means detects when the rate of change is greater than a predetermined value. 1. A fuel cut control device for an internal combustion engine, characterized in that when the fuel temperature increases, the fuel cut by the electromagnetic valve is stopped and the fuel supply is restarted.
JP17090084A 1984-08-16 1984-08-16 Fuel cut control device of internal-combustion engine Granted JPS6149158A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP17090084A JPS6149158A (en) 1984-08-16 1984-08-16 Fuel cut control device of internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP17090084A JPS6149158A (en) 1984-08-16 1984-08-16 Fuel cut control device of internal-combustion engine

Publications (2)

Publication Number Publication Date
JPS6149158A true JPS6149158A (en) 1986-03-11
JPH0247589B2 JPH0247589B2 (en) 1990-10-22

Family

ID=15913407

Family Applications (1)

Application Number Title Priority Date Filing Date
JP17090084A Granted JPS6149158A (en) 1984-08-16 1984-08-16 Fuel cut control device of internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS6149158A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150204259A1 (en) * 2012-06-29 2015-07-23 Nissan Motor Co., Ltd. Control device for internal combustion engine
CN111946471A (en) * 2020-07-21 2020-11-17 东风汽车集团有限公司 Control method and system for forbidding and recovering idle fuel cut-off of engine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5825527A (en) * 1981-08-06 1983-02-15 Toyota Motor Corp Control method of fuel cut at deceleration of engine
JPS58162740A (en) * 1982-03-23 1983-09-27 Toyota Motor Corp Interruption of fuel supply for electronically controlled engine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5825527A (en) * 1981-08-06 1983-02-15 Toyota Motor Corp Control method of fuel cut at deceleration of engine
JPS58162740A (en) * 1982-03-23 1983-09-27 Toyota Motor Corp Interruption of fuel supply for electronically controlled engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150204259A1 (en) * 2012-06-29 2015-07-23 Nissan Motor Co., Ltd. Control device for internal combustion engine
US10450980B2 (en) * 2012-06-29 2019-10-22 Nissan Motor Co., Ltd. Control device for internal combustion engine
CN111946471A (en) * 2020-07-21 2020-11-17 东风汽车集团有限公司 Control method and system for forbidding and recovering idle fuel cut-off of engine
CN111946471B (en) * 2020-07-21 2021-11-02 东风汽车集团有限公司 Control method for forbidding and recovering idle fuel cut-off of engine

Also Published As

Publication number Publication date
JPH0247589B2 (en) 1990-10-22

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