JPS62206251A - Fuel controlling device for engine - Google Patents

Abstract

PURPOSE:To make a shock due to braking accurately coincide with a shock due to the stoppage of fuel and securely prevent the two-stage shock of these shocks by detecting the operating pressure of a braking device and stopping the feeding of fuel. CONSTITUTION:In a control unit 44, an engine is judged decelerating when an idle switch 28 is operating. And, when engine speed is within a previously set range of defined engine speed, if a brake switch 46 which is interlocked with a foot brake operated by a driver is operated and, further, as a braking hydraulic switch 46 which is operated when pressure has increased up to where braking force is actually applied to a vehicle is operated, the feeding of fuel from a fuel injection valve 32 is stopped. Also, when the engine speed is above the upper limit of the previously set range of defined engine speed, the feeding of fuel is unconditionally stopped.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine fuel supply device, and particularly to one that stops fuel supply when a vehicle is decelerated.

(Prior Art) In modern vehicle engines, in order to efficiently consume fuel, when the vehicle is in a deceleration state and the engine speed is below a preset speed, the engine is turned off. There are some that stop supplying fuel.

In this type of engine, expanding the fuel stop area as much as possible improves fuel consumption efficiency, but if this is expanded in the low rotation range, there is a problem that the engine is more likely to stop or misfire.

Therefore, as seen in Japanese Patent Application Laid-open No. 58-126439, for example, a technique has been proposed to expand the area in which the fuel supply is stopped by stopping the fuel supply when the foot brake operated by the driver is activated. There is.

However, the fuel supply device disclosed in the above publication also has the following problems.

(Problems to be Solved by the Invention) That is, when the fuel supply is stopped, the rotational state of the engine changes suddenly, causing torque fluctuations, resulting in a torque shock in the vehicle.

On the other hand, even when the driver operates the foot brake, a brake shock occurs in the vehicle due to the operation of the braking device, and there is generally a delay time between the operation of the foot brake and the activation of the braking device δ.

Therefore, when the fuel supply is stopped when the foot brake is activated, as in the device disclosed in the above-mentioned publication, a two-stage shock of torque shock and brake shock occurs in the vehicle, and this causes the driver or passenger to feel uncomfortable.

In particular, when the foot brake is operated multiple times in a relatively short period of time to prevent a rear-end collision with a following vehicle near an intersection while the vehicle is moving, the discomfort caused by the shock becomes extremely large. There was a problem.

In order to prevent this, it is conceivable to delay the fuel supply stop in accordance with the delay time from the brake operation to the start of braking, for example, but this is not reliable due to individual differences in brake operation.

The present invention has been made in view of these problems, and its purpose is to provide an engine fuel control device that can reliably prevent the two-stage shock of torque and break shock occurring in a vehicle. It is in.

(Means for Solving the Problems) In order to achieve the above object, the present invention includes a fuel control device for an engine, as shown in FIG. and engine a
a deceleration detection means C for detecting the deceleration state of and a fuel stop means f for stopping the supply of fuel by the fuel supply means when the condition is detected and the operating pressure of the brake device d exceeds a predetermined pressure.

(Function) According to the engine fuel control device configured as described above, since the operating pressure of the braking device is detected and the fuel supply is stopped, it is possible to accurately match the shock caused by braking and the torque shock caused by fuel stoppage. This can reliably prevent these two-stage shocks.

(Embodiments) Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIGS. 2 to 4 show an embodiment of an engine fuel control device according to the present invention.

FIG. 2 illustrates an overall view of the present invention applied to an electronically controlled fuel injection engine, in which an intake passage 18 is connected to the combustion chamber 12 of the engine body 10 through intake and exhaust valves 14 and 16, respectively. and an exhaust passage 20 are provided.

A three-way catalyst treatment device 21 for exhaust gas treatment is provided on the downstream side of the exhaust passage 20.゛On the other hand, an air cleaner 22 for purifying intake air is installed at the most upstream side of the intake passage 18, and an air 70-meter 24 for measuring the amount of intake air is installed downstream of the air cleaner 22. A throttle valve 26 for adjusting intake air is provided downstream, and the fully open state of the throttle valve 26 is detected by an idle switch 28.

The intake air regulated by the throttle valve 26 is sent to the combustion chamber 12 via a nerge tank 30 downstream thereof.

A fuel injection valve 32 for supplying fuel to the combustion chamber 12 via the intake valve 14 is provided at the most downstream side of the intake passage 18 . This fuel injection valve 32 has fuel stored in a fuel tank 34 in fuel cylinders 36 and 7.
While being supplied via the Yule filter 38,
A regulator 40 is connected to adjust the injection pressure.

The fuel II supplied to the engine body 10 via the fuel injection valve 32 is determined by the intake air amount from the air flow meter 24 and the cooling water temperature from the water temperature sensor 42.

Information such as the engine speed from a rotation speed sensor (not shown) of the engine body 10 is inputted as an electrical signal and controlled by the u control unit 44 which calculates the supply M according to the operating state.

The control unit 44 also includes a brake shock 4 that operates in conjunction with the foot brake operated by the driver.
6 is connected to a brake oil pressure switch 48 which is built in the hydraulic system of the braking device driven by this and is activated when the pressure rises to a level at which braking force is actually applied to the vehicle.

The control unit 44 is a so-called microcomputer.
It consists of sensors such as the air flow meter 24, and an idle switch 28. Play ki switch 46. An interface for electrically matching switches such as the brake oil pressure switch 48 and the fuel injection valve 32;
A memory device fa (ROM, RAM) that stores a control program for stopping fuel supply, which will be described later, and a central 1tH
The control unit 44 performs fuel supply stop control as shown in FIG. 3, in addition to calculating the fuel supply amount described above.

When the fuel supply stop control program starts, the states of the idle switch 28, the brake switch 46, and the brake oil pressure switch 48, and the engine speed N are read in step 100.

Next, in step 101, it is determined whether or not the idle switch 28 is activated. If it is activated, the engine is decelerating, so step 102 is executed.

In step 102, the engine rotation speed N is a preset rotation speed (1900r, l in this embodiment).

-This is Toshi. > If it is determined whether or not the engine speed is below the set value, the process moves to step 103, and in step 103, the engine speed N determined in step 102 is determined.
is the preset rotation speed (1560 r in this example)
, p, +a. ) or more is determined.

If it is determined in step 103 that the rotational speed N is 1560 r, p, m or more, it is determined in step 104 whether or not the brake switch 46 is operating. Step 105 is executed.

In step 105, it is determined whether or not the brake oil pressure switch 48 is activated. If it is activated, fuel supply to the engine is stopped in step 106, and the program ends.

On the other hand, in step 103, the engine speed is 1560.
If it is determined that r, p, m or less, and step 1
If it is determined in step 04 that the brake switch 46 is not operating, fuel is supplied in accordance with the operating state of the engine in step 107, and the program ends without stopping the fuel supply.

Also, in step 102, the engine speed is 190 O
r, l), 1 or more, the process jumps to step 106 and the fuel supply is unconditionally stopped.

FIG. 4 illustrates the fuel supply stop control as described above, and in this embodiment, the fuel supply stop control is performed at 1900r.

In addition to stopping the fuel supply in a deceleration state of p, - or more, when the engine is in a deceleration state, the foot brake is operated, the pressure in the hydraulic system of the U1 drive increases, and the vehicle is actually braked. The fuel supply is also stopped when a force is applied and the engine speed is between 1560 and 1900 r, p, +a.

Therefore, the fuel supply is stopped and the braking force is generated by the braking device at the same time, and the torque shock caused by stopping the fuel supply is reliably matched with the shock caused by braking, thereby making it possible to prevent a two-stage shock.

In addition, even if the brakes are repeatedly operated in a short period of time, if no braking force is actually applied due to the operation, the fuel supply is not stopped each time. does not occur frequently.

In the above embodiment, the m control device of the present invention has been explained by exemplifying a fuel injection type engine, but the present invention is of course applicable to a carburetor type engine without being limited thereto.

(Effect of the invention) As explained in detail in the embodiments above, the “
In the engine fuel control system, the fuel supply is stopped when the braking force applied to the vehicle actually occurs, so the torque shock and braking shock due to the stoppage of supply occur almost simultaneously, and the stoppage of braking and fuel supply causes Double-stage shock can be reliably prevented.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of the device of the present invention, FIG. 2 is an overall view showing one embodiment of the device, FIG. 3 is a 70-day diagram showing the control of the device, and FIG. It is an explanatory diagram of control of a figure. 10... Engine body 18... Intake passage 28.
...Idle switch 32...Fuel injection valve 44...
・Control unit 46...brake switch 48・
... Brake oil pressure switch patent applicant Mazda Co., Ltd. agent
People Patent Attorney - Ken Color
Patent Attorney Masatoshi Matsumoto Figure 1 Figure 4 r, P71L-1111

Claims (1)

[Claims] a fuel supply means for supplying fuel according to the operating state of the engine; a deceleration detection means for detecting a deceleration state of the engine;
a braking pressure detection means for detecting the operating state of a braking device driven by a driver's braking operation; and a deceleration state is detected by receiving outputs from both of the detection means, and the operating pressure of the braking device is equal to or higher than a predetermined pressure. 1. A fuel control device for an engine, comprising: a fuel stop means for stopping the supply of fuel by the fuel supply means when the fuel supply means reaches