JPS62258140A - Method of controlling feed of fuel during shut off of feed of fuel for internal combustion engine - Google Patents
Method of controlling feed of fuel during shut off of feed of fuel for internal combustion engineInfo
- Publication number
- JPS62258140A JPS62258140A JP10182586A JP10182586A JPS62258140A JP S62258140 A JPS62258140 A JP S62258140A JP 10182586 A JP10182586 A JP 10182586A JP 10182586 A JP10182586 A JP 10182586A JP S62258140 A JPS62258140 A JP S62258140A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- engine
- feed
- fuel supply
- internal combustion
- 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
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 105
- 238000000034 method Methods 0.000 title claims abstract description 17
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 15
- 238000002347 injection Methods 0.000 abstract description 24
- 239000007924 injection Substances 0.000 abstract description 24
- 239000000203 mixture Substances 0.000 abstract description 9
- 238000004519 manufacturing process Methods 0.000 abstract 1
- 239000003054 catalyst Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 244000000626 Daucus carota Species 0.000 description 1
- 235000002767 Daucus carota Nutrition 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 description 1
- 239000010763 heavy fuel oil Substances 0.000 description 1
- 230000036962 time dependent Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
（技術分野）
本発明は内燃機関の燃料供給遮断時の燃料供給制御方法
に関し、特に、内燃機関の高負荷運転状態において燃料
供給遮断を行う場合の燃料供給制御方法に関する。Detailed Description of the Invention (Technical Field) The present invention relates to a fuel supply control method when cutting off fuel supply to an internal combustion engine, and particularly relates to a fuel supply control method when cutting off fuel supply in a high-load operating state of an internal combustion engine. .
（発明の技術的背景とその問題点）
車輌等に搭載される内燃機関（エンジン）であって、排
気圧を利用した過給器（所謂ターボチャージャ）を備え
たもの等は、エンジンの高負荷運転領域でのエンジン出
力が高く設定されており。(Technical background of the invention and its problems) Internal combustion engines installed in vehicles, etc., equipped with a supercharger (so-called turbocharger) that utilizes exhaust pressure are subject to high engine loads. The engine output in the driving range is set high.
このため、エンジンの高負荷運転状態においてはシリン
ダや点火プラグ等が加熱されやすい状態となる。特に、
点火プラグの温度が異常に上昇するとピストンが上死点
に到達する前に混合気に着火が起こり、所謂プレイグニ
ツシヨンを生じる虞が大きい。このため、一般にエンジ
ンの高回転時には燃料をリッチ化し、点火プラグを湿ら
せて、該プラグの温度上昇を抑制するようにしている。Therefore, when the engine is operating under high load, the cylinder, spark plug, etc. are likely to be heated. especially,
If the temperature of the spark plug abnormally rises, there is a strong possibility that the air-fuel mixture will ignite before the piston reaches top dead center, causing so-called pre-ignition. For this reason, generally, when the engine rotates at high speeds, the fuel is enriched to moisten the spark plug to suppress the rise in temperature of the plug.
しかしながら、エンジンの高回転時におけるエンジンの
過回転や過給器による吸入圧の超過を防止するための燃
料供給遮断、又はエンジンの高回転状態からの減速時の
燃料供給遮断が行われた場合、従来のように単純顛燃料
を切っただけでは、燃料供給遮断時にインテークマニホ
ールド内に残っている前回噴射時に噴射された燃料が気
筒内に吸入され、リーンな混合気が供給されてしまう。However, if the fuel supply is cut off to prevent the engine from overspeeding at high engine speeds or from exceeding the suction pressure caused by the supercharger, or when the fuel supply is cut off when the engine decelerates from a high speed state, If the fuel is simply cut off as in the past, the fuel injected during the previous injection that remains in the intake manifold when the fuel supply is cut off will be sucked into the cylinder, supplying a lean air-fuel mixture.
従って、この場合、点火プラグの温度が上昇し、プレイ
グニツシヨンを起す虞が大きい。また、このようなプレ
イグニツシヨンを防止するために。Therefore, in this case, the temperature of the spark plug increases, and there is a great possibility that pre-ignition will occur. Also, to prevent such pre-ignition.
燃料供給遮断時は１点火も行わない手法も考えられるが
、この場合、上述したインテークマニホールド内の残留
燃料が未燃焼のまま排出され、排気ガスを浄化する三元
触媒が排気管の途中に設けられている場合は、該触媒を
溶損する虞がある。It is possible to consider a method in which no ignition occurs when the fuel supply is cut off, but in this case, the residual fuel in the intake manifold described above would be discharged unburned, and a three-way catalyst would be installed in the middle of the exhaust pipe to purify the exhaust gas. If so, there is a risk of the catalyst being eroded.
（発明の目的）
本発明は上記事情に鑑みてなされたもので、エンジンの
高負荷運転状態時の燃料供給遮断開始後の混合気のリー
ン化によるプレイグニツシヨン及び未燃ガスの排出を防
止するようにした内燃機関の燃料供給遮断時の燃料供給
制御方法を提供することを目的とする。(Object of the Invention) The present invention has been made in view of the above-mentioned circumstances, and is intended to prevent pre-ignition and the emission of unburned gas due to lean air-fuel mixture after the start of fuel supply cut-off during high-load engine operation. An object of the present invention is to provide a fuel supply control method when fuel supply to an internal combustion engine is cut off.
（問題点を解決するための手段）
上記目的を達成するために、本発明によれば、内燃機関
の燃料供給遮断条件成立時に、該燃料供給遮断条件成立
時前の機関の運転状態を検出し。(Means for solving the problem) In order to achieve the above object, according to the present invention, when a fuel supply cutoff condition for the internal combustion engine is satisfied, the operating state of the engine before the fuel supply cutoff condition is satisfied is detected. .
該運転状態が高負荷運転状態であると判別されたときは
、所定量の燃料を供給した後に燃料供給遮断を行うこと
を特徴とする内燃機関の燃料供給遮断時の燃料供給制御
方法が提供される。There is provided a fuel supply control method when cutting off fuel supply to an internal combustion engine, characterized in that when the operating state is determined to be a high-load operating state, the fuel supply is cut off after supplying a predetermined amount of fuel. Ru.
（実施例） 以下、本発明の実施例を図面を参照して説明する。(Example) Embodiments of the present invention will be described below with reference to the drawings.
第１図は本発明の方法を実施する燃料供給制御装置の全
体構成図である。FIG. 1 is an overall configuration diagram of a fuel supply control device that implements the method of the present invention.
図において、符号１は車輌用内燃エンジン１を示し、該
エンジンは例えば４気筒のエンジンであり、このエンジ
ン１には各気筒の燃焼室に連通ずる吸気管２と排気管３
とが設けられている。In the figure, reference numeral 1 designates a vehicle internal combustion engine 1, which is, for example, a four-cylinder engine.
and is provided.
吸気管２にはエンジン１への接続端側に燃料噴射弁４が
、また開口端にエアクリーナ５がそれぞれ設けられる。The intake pipe 2 is provided with a fuel injection valve 4 at its connection end to the engine 1, and an air cleaner 5 at its open end.
そして、吸気管２の途中にはスロットル弁６が配置され
、このスロットル弁６にはスロットル弁開度（θＴＨ）
センサ７が取り付けられている。このスロットル弁開度
センサ７は電子コントロールユニット（以下ｒＥｃｔＪ
Ｊという）８に電気的に接続されている。A throttle valve 6 is arranged in the middle of the intake pipe 2, and this throttle valve 6 has a throttle valve opening (θTH).
A sensor 7 is attached. This throttle valve opening sensor 7 is connected to an electronic control unit (hereinafter referred to as rEctJ).
(referred to as J) 8.
また、この吸気管２にはスロットル弁６の下流側に分岐
管９が設けられ、この分岐管９には絶対圧（ＰＢＡ）セ
ンサ１０が取り付けられている。この絶対圧センサ１０
は吸気管２内の絶対圧を検出するもので、ＥＣＵ３に電
気的に接続されている。Further, a branch pipe 9 is provided in the intake pipe 2 on the downstream side of the throttle valve 6, and an absolute pressure (PBA) sensor 10 is attached to this branch pipe 9. This absolute pressure sensor 10
is for detecting the absolute pressure inside the intake pipe 2, and is electrically connected to the ECU 3.
前記燃料噴射弁４は図示しない燃料ポンプに接続される
とともに、ＥＣＵ３に電気的に接続されている。すなわ
ち、この燃料噴射弁４はＥＣＵ３よりの駆！１１１信号
によって開弁時間が制御されることにより、燃料ポンプ
から圧送される燃料のエンジン１への供給量を適宜制御
するものである。The fuel injection valve 4 is connected to a fuel pump (not shown) and is also electrically connected to the ECU 3. In other words, this fuel injection valve 4 is driven by the ECU 3! By controlling the valve opening time using the 111 signal, the amount of fuel supplied to the engine 1 under pressure from the fuel pump is appropriately controlled.
エンジン１本体にはエンジン回転数（Ｎ ｅ ）センサ
１２及びエンジン温度としてエンジン冷却水温を検出す
るエンジン水温（Ｔｗ）センサ１３が設けられており、
共にＥＣＵ３に電気的に接続されている。The engine 1 body is provided with an engine rotation speed (N e ) sensor 12 and an engine water temperature (Tw) sensor 13 that detects the engine cooling water temperature as the engine temperature.
Both are electrically connected to the ECU 3.
エンジン回転数センサ１２はエンジンのクランク軸１８
０°回転毎に所定のクランク角度位置で、即ち、各気筒
の吸気行程開始時の上死点（ＴＤＣ）に関し所定クラン
ク角度前のクランク角度位置でクランク角度位置信号（
以下これをｒＴＤＣ信号」という）を出力するものであ
り、このＴＤＣ信号はＥＣＵ３に送られる。The engine rotation speed sensor 12 is the crankshaft 18 of the engine.
A crank angle position signal (
Hereinafter, this will be referred to as "rTDC signal"), and this TDC signal is sent to the ECU 3.
排気管３にはＯ，センサ１４が設けられており。The exhaust pipe 3 is provided with an O sensor 14.
０２センサ１４はＥＣＵ３に電気的に接続されている。The 02 sensor 14 is electrically connected to the ECU 3.
ｏ２センサ１４の下流には三元触媒１５が配置され、排
気ガス中のＨＣ，Ｃ○、ＮＯｘ成分の浄化作用を行なう
。A three-way catalyst 15 is arranged downstream of the o2 sensor 14, and performs a purifying action on HC, CO, and NOx components in the exhaust gas.
さらに、ＥＣＵ３には、車輌の速度を検出する車速スイ
ッチ１６が電気的に接続されている。Furthermore, a vehicle speed switch 16 that detects the speed of the vehicle is electrically connected to the ECU 3.
ＥＣＵ３は、各種センサからの入力信号波形を成形し、
電圧レベルを所定レベルに修正し、アナログ信号値をデ
ジタル信号値に変換する等の機能を有する入力回路８ａ
、中央演算処理回路（以下ｒＣＰＵＪという）８ｂ、Ｃ
ＰＵ８ｂで実行される各種演算プログラム及び演算結果
等を記憶する記憶手段８Ｃ１並びに前記燃料噴射弁４に
駆動信号を供給する出力回路８ｄから構成される。ECU3 shapes input signal waveforms from various sensors,
An input circuit 8a having functions such as correcting the voltage level to a predetermined level and converting analog signal values into digital signal values.
, central processing circuit (hereinafter referred to as rCPUJ) 8b, C
It is comprised of a storage means 8C1 that stores various calculation programs and calculation results executed by the PU 8b, and an output circuit 8d that supplies a drive signal to the fuel injection valve 4.
上述した各種センサからの夫々のエンジンパラメータ信
号からのオン・オフ状態信号がＥＣＵ３の入力回路８ａ
を介してＣＰＵ８ｂに供給され、ＣＰＵ８ｂは所定の制
御プログラムに従ってこれらのエンジンパラメータ信号
値及びオン・オフ状態信号値に基づいてエンジン運転状
態を判別し、これらの判別した状態に応じてエンジン１
への燃料供給量、即ち燃料噴射弁４の燃料噴射時間Ｔｏ
ｕＴを演算し、演算結果に基づいて燃料噴射弁４を駆動
させる駆動信号を出力回路８ｄを介して燃料噴射弁４に
供給する。On/off state signals from respective engine parameter signals from the various sensors described above are input to the input circuit 8a of the ECU 3.
The CPU 8b determines the engine operating state based on these engine parameter signal values and on/off state signal values according to a predetermined control program, and controls the engine 1 according to these determined states.
, that is, the fuel injection time To of the fuel injection valve 4
uT is calculated, and a drive signal for driving the fuel injection valve 4 is supplied to the fuel injection valve 4 via the output circuit 8d based on the calculation result.
燃料噴射弁４の燃料噴射時間Ｔ Ｏ，ＪＴは次に示す式
で与えられる。The fuel injection time TO, JT of the fuel injection valve 4 is given by the following formula.
ＴｏｕＴ＝Ｔｉ ＸＫ１＋Ｋｚ・・・（１）ここに、Ｔ
ｉは基本燃料噴射時間を示し、この基本燃料噴射時間Ｔ
ｉは吸気管内絶対圧ＰＩＩＩＡとエンジン回転数Ｎｅと
をパラメータとする複数の値がＥＣＵＳ内の記憶手段８
ｃに予め記憶されており、この記憶手段８ｃから検出し
たＰＯＡ値及びＮｅ値に応じて読み出された値に設定さ
れる。TouT=Ti XK1+Kz...(1) Here, T
i indicates the basic fuel injection time, and this basic fuel injection time T
i is a storage means 8 in the ECUS in which a plurality of values with intake pipe absolute pressure PIIIA and engine speed Ne as parameters are stored.
c, and is set to a value read out from the storage means 8c according to the detected POA value and Ne value.
そして、Ｋ工及びに２は各種エンジンパラメータ信号に
応じた演算補正係数及び補正変数であり、エンジンの運
転状態に応じ、燃費、排気ガス特性等の諸特性の最適化
が図られるような所要値に設定される。K and 2 are calculation correction coefficients and correction variables that correspond to various engine parameter signals, and are set to the required values to optimize various characteristics such as fuel efficiency and exhaust gas characteristics according to the operating state of the engine. is set to
第２図は、第１乃至第４気筒の各燃料噴射弁（３１ＩＮ
Ｊ〜３４ １Ｎ、Ｊ）４の燃料供給遮断の過程を経時的
に示したグラフである。Figure 2 shows each fuel injection valve (31IN) of the first to fourth cylinders.
It is a graph showing the process of fuel supply cutoff of J~34 1N, J)4 over time.
エンジンが高回転となる高負荷運転状態においては１点
火プラグの冷却のため燃料をリッチ化する必要があるの
で燃料噴射弁４の開弁時間が長くなる。従って、燃料噴
射弁４は吸気弁の開弁と略同時に開弁し、吸気弁が閉弁
しても更に開弁状態を維持し、インテークマニホールド
（インマニ）内には燃料が残留される。この残留分の燃
料は次回に吸気弁が開弁されたとき、気筒内に吸入され
る。即ち、例えば、第１気筒についてみると、第２図（
ｃ）に示すように吸気弁の開弁時は今回吸入弁の燃料と
共に前回インマニ残留分の燃料が吸入される。In a high load operating state where the engine rotates at high speed, it is necessary to enrich the fuel to cool one spark plug, so the opening time of the fuel injection valve 4 becomes longer. Therefore, the fuel injection valve 4 opens substantially simultaneously with the opening of the intake valve, and even if the intake valve closes, it remains open, and fuel remains in the intake manifold. This remaining fuel is sucked into the cylinder the next time the intake valve is opened. That is, for example, if we look at the first cylinder, Figure 2 (
As shown in c), when the intake valve is opened, the fuel remaining in the previous intake manifold is sucked together with the fuel in the current intake valve.
ところで、燃料供給遮断が行われると、今回インマニ残
留分の燃料は次回において不用なものとなるが、実際に
は次回にこの残留分が吸入されてしまうので、気筒内に
リーン化された混合気が満たされる。しかし、点火プラ
グの充分な燃料冷却が行われないためにプラグ温度が上
昇し、プレイグニツシヨンが起る虞がある。点火を行わ
なければ、未燃燃料が排出される。By the way, when the fuel supply is cut off, the remaining fuel in the intake manifold will not be needed next time, but in reality this remaining amount will be inhaled next time, so a lean mixture will be in the cylinder. is satisfied. However, since sufficient fuel cooling of the spark plug is not performed, the temperature of the spark plug increases, and there is a possibility that pre-ignition may occur. If ignition is not performed, unburned fuel will be discharged.
そこで１本発明においては燃料供給遮断条件成立時（第
２図（ｂ）の時点ｔ。）以後、各気筒に対し通常の燃料
供給を行った後１次回吸入分ΔＴＯＬＩＴの燃料のみの
供給を行なう。Therefore, in the present invention, after the fuel supply cutoff condition is satisfied (time t in FIG. 2(b)), after the normal fuel supply is performed to each cylinder, only the fuel of the first intake amount ΔTOLIT is supplied. .
第３図は本発明の燃料供給遮断時の燃料供給制御方法に
従って、第１図のＣＰＵａｂ内で実行されるプログラム
の概略的なフローチャートを示す。FIG. 3 shows a schematic flowchart of a program executed in CPUab of FIG. 1 according to the fuel supply control method during fuel supply cutoff of the present invention.
まず、ステップ１では、燃料供給遮断（Ｆ／Ｃ）条件が
成立したか否かを判別する。即ち、例えばエンジン１が
異常な高回転となるか、又はエンジン１が減速状態とな
る等の条件が成立したか否かを判別する。この判別結果
が否定（Ｎｏ）のときは、エンジン回転数や吸気管内絶
対圧等により検出された運転状態に応じた燃料噴射弁４
の開弁時間ＴｏｕＴの演算を実行しくステップ７）、該
演算開弁時間Ｔｏｕｒに応じた開弁信号を燃料噴射弁４
へ出力しくステップ８）、本プログラムを終了する。First, in step 1, it is determined whether fuel supply cutoff (F/C) conditions are satisfied. That is, it is determined whether or not a condition such as, for example, the engine 1 has abnormally high rotation speed or the engine 1 is in a deceleration state is satisfied. When this determination result is negative (No), the fuel injector 4 corresponds to the operating state detected by the engine speed, absolute pressure in the intake pipe, etc.
In step 7), a valve opening signal corresponding to the calculated valve opening time Tour is sent to the fuel injection valve 4.
Step 8) and exit this program.
ステップ１の判別結果が肯定（Ｙｅｓ）のときは、次の
ステップ２で前記ステップ１の条件成豆後所定時間ｊｐ
ｃが経過したか否かを判別し、その答が肯定（Ｙｅｓ）
のときに、ステップ３以降へ進む。しかしながら、ステ
ップ２の判別結果が否定（ＮＯ）のときは、即ちステッ
プ１の条件成立の判別が変速のためのアクセルペダルの
戻し等によるもので正当な判別でない場合は、前記ステ
ップ７及び８を実行することにより運転状態に応じた燃
料供給を継続して本プログラムを終了する。When the determination result in step 1 is affirmative (Yes), in the next step 2
Determine whether c has elapsed or not, and the answer is affirmative (Yes)
When this happens, proceed to step 3 and subsequent steps. However, if the determination result in step 2 is negative (NO), that is, if the determination that the condition in step 1 is satisfied is due to the release of the accelerator pedal for shifting, etc., and is not a valid determination, then steps 7 and 8 are performed. By executing this, fuel supply according to the operating state is continued and this program ends.
ステップ３では、ステップ１の燃料供給遮断条件が成立
した時より所定時間ｔｎｐｃ前の運転状態が高負荷であ
る（例えば、ニンジン回転数Ｎｅが高く、吸気管内絶対
圧が大きい）か否かを判別する。この判別結果が肯定（
Ｙｃｓ）のときは１点火プラグが加熱されやすい状態に
あり、リーン化した混合気に点火が行われると、該点火
プラグの温度が異常に上昇してしまうので、このような
混合気のリーン化を防止するため、次式（２）に基づい
て付加燃料噴射時間ΔＴｏｕＴの演算を行ない（ステッ
プ４）、ステップ５を経て、該時間ΔＴＯＬＩＴに応じ
た燃料噴射弁４の開弁制御を行うへく、該燃料噴射弁４
に開弁制御信号を出力する（ステップ８）。In step 3, it is determined whether the operating state a predetermined time tnpc before the time when the fuel supply cutoff condition in step 1 was satisfied was high load (for example, the carrot rotation speed Ne was high and the absolute pressure in the intake pipe was large). do. This discrimination result is positive (
Ycs), one spark plug is easily heated, and if a lean mixture is ignited, the temperature of the spark plug will rise abnormally. In order to prevent this, an additional fuel injection time ΔTouT is calculated based on the following equation (2) (step 4), and through step 5, the valve opening control of the fuel injection valve 4 is performed according to the calculated time ΔTOLIT. , the fuel injection valve 4
A valve opening control signal is output to (step 8).
ΔＴｏｕＴ＝に−Ｍｅｉ＋α−（２）
ここに、Ｍｅｉは特定の気筒における前回ループ時の吸
入行程時間に略等しいＴＤＣパルス信号発生間隔であり
、前記付加燃料噴射時間ΔＴｏｕＴは略このＭｅｉ値に
よって決定される。Ｋ及びαはＭｅｉ値を適切に補正し
てΔＴｏｕＴ値を決定するための補正係数及び補正定数
である。ΔTouT=−Mei+α−(2) Here, Mei is the TDC pulse signal generation interval approximately equal to the intake stroke time during the previous loop in a specific cylinder, and the additional fuel injection time ΔTouT is determined approximately by this Mei value. Ru. K and α are a correction coefficient and a correction constant for appropriately correcting the Mei value and determining the ΔTout value.
ステップ５では、エンジンのすべての気筒に対して前記
ステップ４の付加燃料供給を各１回行うための判別を行
う。即ち、このステップ５では本ルートを気筒数と同じ
回数通過したか否かを判別し、その答が否定（ＮＯ）で
あれば、すべての気筒に対しての付加燃料供給が完了し
ていないので、その分の付加燃料供給を行う（ステップ
８）。ステップ５の判別結果が肯定（Ｙｅｓ）であれば
、すへての気筒に対しての付加燃料供給が完了している
ので、燃料供給遮断を行う（ステップ６）。尚。In step 5, a determination is made to perform the additional fuel supply in step 4 once to all cylinders of the engine. That is, in this step 5, it is determined whether the main route has been passed the same number of times as the number of cylinders, and if the answer is negative (NO), the additional fuel supply to all cylinders has not been completed. , additional fuel is supplied for that amount (step 8). If the determination result in step 5 is affirmative (Yes), since additional fuel supply to all cylinders has been completed, fuel supply is cut off (step 6). still.
ステップ８においては、前回のインジェクタ開弁時間Ｔ
ｏｕＴ−ｔが前記付加燃料噴射時間ΔＴＯＬＩＴより短
いときには（ＴＯＵＴ−、＜Δ１’０ＬＩＴ）、付加燃
料供給を行わないようにする（ΔＴｏｕｒ＝Ｏ）。In step 8, the previous injector valve opening time T
When outT-t is shorter than the additional fuel injection time ΔTOLIT (TOUT-, <Δ1'0LIT), additional fuel is not supplied (ΔTour=O).
上記のようにして、エンジンのすべての気筒において、
リーン化された混合気に点火が行われることが防止さ才
し１点火プラグの温度が高温になることを防ぐことがで
きる。As above, in all cylinders of the engine,
It is possible to prevent ignition of a lean air-fuel mixture and prevent the temperature of the ignition plug from becoming high.
（発明の効果）
以上詳述したように１本発明の内燃機関の燃料供給遮断
時の燃料供給制御方法に依れば、内燃機関の燃料供給遮
断条件成立時に、該燃料供給遮断条件成立直前の機関の
運転状態を検出し、該運転状態が高負荷運転状態である
と判別されたときは。(Effects of the Invention) As described in detail above, according to the fuel supply control method at the time of fuel supply cutoff for an internal combustion engine according to the present invention, when the fuel supply cutoff condition for the internal combustion engine is satisfied, the fuel supply control method immediately before the fuel supply cutoff condition is satisfied. When the operating state of the engine is detected and it is determined that the operating state is a high load operating state.
所定数の燃料を供給した後に燃料供給遮断を行うように
したので、高負荷運転状態における燃料供給遮断後の混
合気のリーン化によるプレイグニツシヨン及び未燃ガス
の排出を防止することができSince the fuel supply is cut off after a predetermined number of fuels have been supplied, it is possible to prevent pre-ignition and the emission of unburned gas due to the mixture becoming lean after the fuel supply is cut off during high-load operation.
第１図は本発明の方法を実施する燃料供給制御装置の全
体構成図、第２図は本発明に係る燃料供給遮断の過程の
経時特性図、第３図は本発明の方法の手順を示すフロー
チャートである。
１・・・内燃機関、４・・・燃料噴射弁、７・・・スロ
ットル弁開度センサ、８・・・ＥＣＵ、１０・・・吸気
管内絶対圧センサ、１２・・・エンジン回転数センサ、
１５・・・三元触媒。Fig. 1 is an overall configuration diagram of a fuel supply control device that implements the method of the present invention, Fig. 2 is a time-dependent characteristic diagram of the fuel supply cutoff process according to the present invention, and Fig. 3 shows the procedure of the method of the present invention. It is a flowchart. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 4... Fuel injection valve, 7... Throttle valve opening sensor, 8... ECU, 10... Intake pipe absolute pressure sensor, 12... Engine rotation speed sensor,
15...Three-way catalyst.
Claims (1)
遮断条件成立直前の機関の運転状態を検出し、該運転状
態が高負荷運転状態であると判別されたときは、所定量
の燃料を供給した後に燃料供給遮断を行うことを特徴と
する内燃機関の燃料供給遮断時の燃料供給制御方法。1. When a fuel supply cutoff condition for the internal combustion engine is satisfied, the operating state of the engine immediately before the fuel supply cutoff condition is satisfied is detected, and if the operating state is determined to be a high load operating state, a predetermined amount of fuel is supplied. A method for controlling fuel supply during fuel supply cutoff for an internal combustion engine, characterized in that the fuel supply is cut off after the fuel supply has been supplied.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10182586A JPS62258140A (en) | 1986-04-30 | 1986-04-30 | Method of controlling feed of fuel during shut off of feed of fuel for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10182586A JPS62258140A (en) | 1986-04-30 | 1986-04-30 | Method of controlling feed of fuel during shut off of feed of fuel for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62258140A true JPS62258140A (en) | 1987-11-10 |
| JPH0370104B2 JPH0370104B2 (en) | 1991-11-06 |
Family
ID=14310885
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10182586A Granted JPS62258140A (en) | 1986-04-30 | 1986-04-30 | Method of controlling feed of fuel during shut off of feed of fuel for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62258140A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006100883A1 (en) * | 2005-03-18 | 2006-09-28 | Toyota Jidosha Kabushiki Kaisha | Control apparatus for internal combustion engine |
| GB2517548A (en) * | 2013-06-10 | 2015-02-25 | Snecma | Monitoring the fuel supply cutoff valve for an engine |
-
1986
- 1986-04-30 JP JP10182586A patent/JPS62258140A/en active Granted
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006100883A1 (en) * | 2005-03-18 | 2006-09-28 | Toyota Jidosha Kabushiki Kaisha | Control apparatus for internal combustion engine |
| US7275519B2 (en) | 2005-03-18 | 2007-10-02 | Toyota Jidosha Kabushiki Kaisha | Control apparatus for internal combustion engine |
| GB2517548A (en) * | 2013-06-10 | 2015-02-25 | Snecma | Monitoring the fuel supply cutoff valve for an engine |
| GB2517548B (en) * | 2013-06-10 | 2020-04-01 | Snecma | Monitoring the fuel supply cutoff valve for an engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0370104B2 (en) | 1991-11-06 |
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