JPS6081439A - Engine controller - Google Patents

Abstract

PURPOSE:To check an accelerating shock, by limiting a duel-cut state to within the range of a certain period of time at all times. CONSTITUTION:Injection time Ti per stroke in a fuel injection valve 30 performing intermittent fuel feed control is expressed as in Ti=Ki.QF=Ki.QA/N+K (Ki: dependent upon the fuel injection valve 30). And, a controller 1 performs calculation by means of an expression periodically every specified period or every specified rotation in synchronous with rotation in an engine, and new injection time Ti is found at successive intervals whereby the fuel injection valve 30 is opened and driven, thus control takes place so as to secure the specified A/F mixture. On the other hand, in parallel with these processes, the controller 1 judges whether or not the engine is controlled into an engine brake state by a signal ID out of a throttle switch 35, and on the basis of results in this judgment, it is regarded as zero irrespective of the value given by an expression at that time, that is to say, the fuel injection valve 30 is controlled so as to keep it closed intact even if it is a valve-open driving period whereby fuel-cut operation takes palce.

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a device for an internal combustion engine such as an automobile gasoline engine, and particularly to a suction device of a rotating engine. Fuel supply to humans: The U+A is equipped with an engine control device that has the ability to cut off the fuel supply.

[The amount of invention]

In gasoline engines for automobiles, when the vehicle is running and the output shaft of the engine and the propulsion shaft of the vehicle are in a state of torque transmission, the 7 gas pedal is released, and the rotation of the engine at that time is If the throttle valve position is set narrower than the throttle valve opening corresponding to the engine speed (RPM), negative torque will occur, or a so-called engine braking condition will occur.

As a driving control technique for automobiles, reverse control, which makes frequent use of this engine play state, is recommended as a preferred method. I get angry and end up having a lot of trouble.

However, when the engine play is continuously operated in six states, the exhaust gas condition of the engine worsens, especially when I-]C(
(hydrocarbon) components are now being emitted in large quantities, which may violate exhaust gas regulations or fΔ! overheating of the media converter.

Furthermore, in this engine brake failure, the torque of the engine is in a negative state, and the engine is normally in a state where it needs 2i1. However, in spite of this, those who supply the pyrotechnics no longer meet with the Ministry of Finance and Party B.

For this reason, so-called fuel cut has conventionally been used to control the supply of fuel to the engine. This technology is, for example, published in Japanese Patent Application Laid-Open No. 55-460.
It is shown in Publication No. 57.

In a conventional engine configuration to which this fuel cut is applied, the 7 gas pedal is returned to decelerate the engine, and then the 7 gas pedal is depressed again to accelerate the engine.
1 (There is a drawback that smooth acceleration cannot be obtained when the engine is unloaded, and engine torque suddenly increases after a while after depressing the accelerator pedal, resulting in acceleration shock. This is a particularly serious drawback in a carrot control system that detects the intake air pressure S of the engine and controls the fuel supply accordingly.

This will be explained below.

Figure 1 (a) shows the actual intake air of the engine Ef, QA and air flow sensor (hereinafter referred to as AFS) h < k
The figure (b) shows the change in the amount of fuel F1 supplied into the intake pipe of the engine and the resulting change in the air-fuel ratio A/F over time. This is what is shown.

In these figures, now is time t. It is assumed that previously the accelerator pedal was released and the throttle valve was in the fully open negative position and in the fuel cut position W'.

Then, k↓1 As is clear from Figure 1(a),
9 people.

Both Qs and time 1. Previously it was kept at a small value, -force,
This time t. Since the previous region is in the Fuco-L-Kant state, as shown in Figure (b), in this region Fi
is zero, so the A/F is infinite, and the amount of fuel in the air is 1α when the intake is stopped.

Next, time t. The accelerator pedal is depressed at
Suppose that the state of the engine brake is shifted from the engine braking state to the continuous state p'.

Then, time t. The throttle valve is completely closed.
From Isan to B [Sada no Entai Ihan, Q
A is the gap t as shown in FIG. 1(a) K. Thereafter, it immediately increases toward the estimated value QAO. It goes without saying that the predetermined value QAO at this time corresponds to the opening degree of the throttle valve.

- There is a delay in the detection operation by force and AFS, and %i
Since it has a response characteristic, at this time t. It does not follow the subsequent increase in QA immediately, but the time τ increases as shown by Qs.
Accompanied by Kana, Kana quickly stood up and caught up with QAK.

Now, does the size of Fi originally depend on QA? 1i
LJ should be controlled, but for real, Qs is flil'
It's time for me to do nothing but go. Previously, the fuel had been cut, so at time t, as shown in Figure A41 (b) K. At time t□, which is 1 hour and 11 steps back from QsK, QsK rises from zero.

By the way, in such an engine in which a mixture is created by transferring fuel into the intake pipe, the first fuel supplied into the intake pipe is initially transferred to the inner surface of the intake air 5'.
After that, it will be sucked into the cylinder. Therefore, after the intake air R is dry and not swirled with natural materials, this is called a drive tube, and after that, the supply of light and materials starts there, and the power also increases. Even if the current Fi is commensurate with the QAVc (in a derogatory sense), the A/'F of the mixture is initially kept almost at infinity, and the air in the intake pipe becomes It is only after the A/'F has reached its final value that the A/'F drops to the additive value, which is 1 hour.There is a relationship between the engine torque and the A/F. If A/'F is 9 times larger, that is, if the leaner is 4' or more, the d tension will be rounded off, and the torque will be zero.

So, I returned to nest 1, section 1, and as shown in the same figure (b, ltc), when Fl suddenly started up at time t1, the fuel cut flll was turned off, and the air pipe was turned off. , For a while after the threatening time, I was beaten by my father.
The fuel supplied to the t (7i-i) in the dry-up state of the intake pipe is almost completely absorbed by the air, and does not contribute at all to this 11', A/'F drop. , fuel i1 is supplied into the cylinder of the engine by attacking the air-fuel mixture.
1. The electricity is kept at zero. That is, i 1
At time t□ at 1it(b)K, the fuel is
The fuel (represented by the shaded area) a supplied into the intake air -11" by a predetermined time t2 after the fuel supply corresponding to the cut shape 'i' is opened is the dry-up It only wets the inside of the intake air pipe, which is in a state of
The A/'F of the air-fuel mixture remains in the non-flammable region without reaching the flammable region. Therefore, even though the fuel supply is +[)υijL at time t1, the engine does not reach the flammable region until the subsequent time t2. It can be seen that no torque is generated and the engine remains in a strong state.

However, when the time point t2 is reached when only the moistening of the intake air pipe by the fuel has been completed, most of the fuel supplied into the intake pipe is now drawn into the cylinder as warm air, as is clear from the above explanation. This dark spot gradually fades away
At 2, the air-fuel mixture A/F suddenly reaches the predetermined Δ/' F K from the previous over 7.
F suddenly jumps from the non-flammable region to the flammable region, and as a result, the engine torque also decreases from zero to stiff P)+
The intake air increases by 2 to a certain value 5: Q A is the first
As shown in Figure (a), the opening degree of the throttle valve at this time approaches the predetermined value QA determined according to the situation, and the lighting supply amount Fi also changes depending on the position (Figure (a)). As shown in b), Kana becomes a large value Fi□), and as a result,
The engine torque start-up at time t2 is QA□
It ends up showing the value of force and thickness due to Fil.

Therefore, the above is the conventional engine f! to which the 7 UEL cut is applied! ``This is the reason why a severe acceleration shock occurs.''

[Purpose of the invention]

The purpose of the present invention is to eliminate the drawbacks of the prior art described above, to offset the benefits of fuel cut, and to provide an engine control system that can suppress acceleration shock to an optical level. The book is on the list.

[Length of invention]

To achieve this objective, the present invention is designed such that the fuel-cut condition is always limited within a constant time fil. 〇 〇。。。。。。。。。。。。。。。。。。。。。。。。。。。。。.

The tR3 quotient is a practical example of the present invention, in which the present invention is applied to an intake internal combustion injection type gasoline engine. In the figure, 1 is an engine control device L, which consists of a microcomputer (hereinafter referred to as a microcomputer) 2, a m-! side 1ttl 4M! circuit 3, and an engine control device 19. fi tube 10. Bypass in xlH
path 11 (AF consisting of hot wire 20 which is Ci section)
Airflow m data AF from S (next airflow δ, sensor),
Temperature data TW received from the water temperature sensor 21 which is connected to the engine cooling water channel 12, and the engine cooling water pipe 1
To 3. The air-fuel ratio data λ obtained from the air-fuel ratio sensor 22, which is the X-type, and the carrot rotational speed data N obtained from the powerful rotational speed sensor shown in the figure are sold as the data of the run, the stiffness, and the like: The control signal is then supplied to the fuel injection valve 30, the bypass valve 31, the EGR control valve 32, the fuel pump 33, and the ignition coil (not shown in Figure 1), etc. to inject fuel. The fuel supply Lj control is controlled by the valve 30 fiIll+al, the idle speed 1bllal is controlled by the bypass valve 31 bulge 11, and the EGR control is performed.
Control: 9-1-32 controls each EGR, and also starts energizing the ignition coil and d'&
Ignition control is performed by controlling L and OFF. - The fuel pump 33 is activated when the engine's 6-tube is at the starting position 1iJ-, and then the engine rotates on its own blade (1iJ-) so that it is running freely.

The angle sensor (or throttle switch) 35 is installed on the throttle valve 34, and the opening data of the throttle valve 34 is set to The microcomputer 2 receives a signal ID that is turned on when the pedal is released and the throttle valve 34 returns to the 9th position.

In addition, in the example of this ε83 diagram, the coarse material T%j
Although the G is located downstream of the throttle valve 34 in the intake air pipe, a system in which the stiffness is located upstream of the throttle valve 34 is also well known. Needless to say, it is also possible to implement this method.

Also, in the picture of Hatake 3, it is not shown in the first picture,
Most engines have multiple cylinders, so-called multi-S/cylinder carrots, so the downstream part of the intake pipe 10 (υ11) is the so-called manifold L.
OP/l is the upper stream of the trachea 13.
Needless to say, 11 is also a manifold L3M.

Next, the operation of this embodiment will be explained.

The microcomputer 2 of the ji; The furnace charge F1 per unit time is calculated by the following equation with f-taN and ρ1, without expressing interest.

Pl: The correction coefficients are determined by the temperature of the carrot, etc., and the fuel injection valve 30 has a fixed injection amount per unit time.In such a system, the injection amount is the same as the engine rotation. Inject the fuel; A, since fuel is injected for a predetermined time every l1 phase, so to speak, intermittent fuel supply 11fli control is performed, so the fuel supply system (F
i can be determined by the injection time Ti of the fuel injection valve 30 per injection, and is therefore expressed as the following equation (2) following equation (11) above.

Ki: Coefficient determined by the fuel injection valve 30 Therefore, the control device 1 uses the W1 intuition of B1 constant, and the
Calculate according to the above formula (2) every 0m5, or every D1 constant rotation in synchronization with the engine rotation, one after another, and set a new injection time Ti one after another. )
The fuel injection valve 30 is driven as a μFl valve and controlled to obtain a predetermined A/F. Note that the above fuel supply control is the same in the conventional example.

- At the same time, the control device 1 determines whether or not the engine is controlled to the engine play state based on the engagement ID from the throttle switch 35.
The injection time Ti is determined based on the II result, and then the above (
2) The force related to the value obtained from the formula is zero, and the valve opening θ is
The food injection valve 30 is controlled to remain closed even during the active period, so that the kneading process and the cutting process can be carried out.

This is also the same as the conventional example described above.

However, in this uninvented embodiment, the above-described fuel supply control and fuel cut control are configured to be executed according to the flowchart shown in the figure, and in this point, it differs from the conventional example. .

Therefore, the microcomputer 2 of the 'flili control device ij:l is programmed to perform the processing according to step 1 in the fourth step in a 10 mS eyebrow period. In step (2), reading of engine rotational speed data N, calculation of data QA using coefficient FS, and reading of data TW based on engine water temperature are carried out.

In step ■, the throttle switch 35 or the code ID
I checked and found that the throttle knob 34 was right.

Return to μ mode and decide whether to apply engine braking or not.

The result in step ■ is NO1, which means that the accelerator pedal is depressed even a little, and the throttle shift "34 is judged to be not at idle." The first flag 1 is set to zero, and at the same time, the first timer is also cleared and set to zero.The timer at this time is the RAM named in the microcomputer 2. A soft count using a predetermined memory area is used (S).

Subsequently, in step (2), the total value V according to the above equation (2) is determined, the injection time Ti is determined, and fuel supply control in the normal state is performed once. In addition, such fuel supply control by a microcomputer is performed in contrast to the above-mentioned routine for determining the injection jet size pT.
The routine of handling the fuel injector 30 using 'li-' is carried out with shaking hands and stiffness. And like this the force frill av is J
As this is well known, I will omit the detailed explanation.〇On the other hand, when the Efr result of Sfutsubu■ is YES, and the throttle valve 34 is returned to the idle position and it is determined that the engine is in the state of engine play, K is , After this step (■), proceed to step (2), and by the processing of this step (2), the number of revolutions N that should be entered into the Schifneel cut is determined. The water temperature T
Read the W function. Note that the NcO value for T W at this time is tabulated in advance, and the actual ((
The table lookup is the same as the processing in step ■.

In the following step (2), the timer is checked to determine whether its value has returned to zero. In addition, if you are starting now and the result in step ■ is YES, then this step ■
Assuming that step (2) has been entered, the result of step (2) is naturally YES, since the processing of step (2) has been idling until then.

In the next step ■, the engine speed data N read in step ■ is compared with the fuel cut speed data Nc obtained in step ■, and it is determined that the condition N≧N is satisfied. If the result is No, the flag l is set to zero through step σ, and then the process proceeds to step 2, where Ti's lesson is carried out during injection.

Here, the meaning of the result of step (2) being NO is explained.

The engine is running at fiddle speed (normally 5o).

~700 RP M ] EIL) 2 Niel nearby
If it is cut, the engine will stall immediately, so generally the engine speed N
The fuel is cut only when the throttle valve returns to the idle opening at a predetermined rotational speed (this is the fuel cutoff rotational speed Nc mentioned above) or more. In addition, the rotation speed N that enters the 72-eruc cut in this way.

It is also well known to control the engine temperature as the II number of the engine temperature (cooling water temperature TW represents the engine temperature).

Therefore, even if the result at t1 step ■ is YES, the engine will stall because it enters a fuel cut immediately after 1rL, so the judgment is made at this step ■, and the conditions N≧, Nc are satisfied. While there is no fuel cut, even if the result in step (2) is YES, the fuel cut is not performed, and the process proceeds to step (2) to calculate the amount of data Ti necessary for fuel injection. Note that the steps c are performed at this time.
It is a power that has peace of mind in connection with the Buddha's treatment, which will be discussed in detail later.

Now, the result in step ■ is YES, the throttle valve 34 does not return to the idle opening, and the engine speed is 6.
? &1'J is 191 when the fuel cut rotation is more than αNc, h, <step σ is set at 51 and flag 1 is specified separately, and the tl is 1 cents A1.
I'll check whether it's true or not. And the result is Y
When the ratio is 1:1 between ES, block, and flag, the process goes directly to step (2), and no fuel cut is performed at this time either.

However, like the climber, I am now taking steps for the first time.
If the result in step 2 is YES, and the results in step At this step 0, Yoshika also accepts NO and proceeds to the next step, where the flag 1 is set to 1, and at the same time, the timer [50 of 8S] is set.

Thereafter, the process of step σ is executed, and zero is set as the injection time Ti by default.

As already explained in the previous VC, in this system, the opening drive control of the fuel injection valve 30 is performed based on the data T1 determined by the processing routine according to the flowchart shown in FIG. 4. , this step D
When the processing A1 is performed and the data 1'i is set to zero, the fuel supply fi) approaches zero, and only then does the fuel cut occur.

Thereafter, in step 1, the timer is decremented by 1, and then the process according to this flowchart is ended.

If the result in step ■ is NO, that is, the timer is not close to zero, step.

■ and 匡■, first, open your mouth and go directly to step C]
Therefore, at this time as well, fuel cuffing is performed.

By the way, as you can clearly see from FIG. 4, in this embodiment, the processing power of step 0 = 1. At this point, the counter constituting the timer decrements by one.

On the other hand, step ■ Processing of normal fuel supply system,
Each time the transition force i is generated from the state where A1 is repeatedly operated to the fuel cut side control due to the processing of the stepper ■,
During the first process, the timer goes to 5 when the fuel cut is entered.
It is set to 0, after which the result in step ■ is YES.
In other words, while the accelerator pedal is released and the throttle valve returns to idle, the timer is decremented by 1 at the top of the step until the timer set to 50 at the step box becomes zero. remains in fuel cut. As mentioned above, the process according to the fourth and first flowchart is repeated every 10 rnS, so after the result in step ■ becomes No, step ■l and the process of As a result, when the fuel cut is activated, the fuel e-cut will continue for 5 seconds unless the accelerator pedal is depressed. In this way, when the result in step ■ becomes NO 49 times in a row, the timer becomes zero, so the next time the process of this flowchart is started, the result in step ■ will be YES, and at this time, the timer will be zero. Since the result in the subsequent step 0 is always YES (if the flag 1 is the force set to 1 in the step ``blade processing''), return to the process in step ■.As a result, the fuel e-cut is 0.
．． After continuing for 5 seconds, the normal fuel supply operation immediately resumes. Therefore, according to this embodiment, the conditions for entering the fuel e-cut (this is the result of steps ① and ② in Fig. 4) Even if the condition (all of which is true when NO) is established and a fuel cut is performed, it only lasts for a predetermined period of approximately 0.5 seconds, and after this ff1f period has elapsed, there is no possibility of a fuel cut being performed. Even if the conditions for entering the fuel cut described above remain satisfied, the fuel is immediately recovered and the fuel supply agent (filtration condition) whose main factors are the normal intake air amount QA and engine speed bN is restored. 7 Check the accelerator pedal and keep the throttle D + 4 I at idle. Even if the engine play state is 6" G, there is no dry flag in the intake g 10 M, and the shell is empty. It is possible to keep the A/'F in a state where it can be immediately moved to the flammable area,
Even if you then press the accelerator pedal and operate the engine to accelerate, the engine torque will not rise suddenly from zero, and acceleration shock can be completely suppressed.

-Deterioration of exhaust gas during engine deceleration, especially ■]C increase is mainly due to empty 5. This is caused by a delay in fuel supply control with respect to a decrease in fj', QA, so according to the embodiment of the present invention described above, the It is possible to sufficiently prevent the exhaust gas from becoming L (at the time of deceleration).

By the way, in this embodiment, if the 7xel pedal is released while driving, the engine brake A state is entered, and the vibration continues for a predetermined period of time, for example, 0.5 seconds or more, the engine brake is immediately activated. Since the recovery will be delayed, problems may occur in that the energy saving Jθ sense, which is one of the purposes of the fuel cut, will be compromised.

However, as is clear from Fig. 1(a), the intake air amount QA in such engine play state 4 is
Usually it is a very small value, but depending on the kneading, B:F i is also included in the nine I Doi at this time! ? , it has become something.

Therefore, in this state, the contribution of fuel cut in terms of energy saving is intuitively insignificant, and it is normal to have little hope that the fuel will run out, and this is where the embodiment of the present invention poses a problem. There is almost no pox sore.

Now, in the above embodiment, in an engine AI control system that applies a fuel cut, the dry-up of the trachea is prevented from occurring during engine play, and the shock during acceleration after the engine overflow is prevented. However, the present invention prevents the occurrence of acceleration shock by continuing to cut the fuel supply in the engine braking state and then controlling the fuel supply during acceleration. Let's explain about Toshigata example.

FIG. 5 is a flowchart showing excitation in a modified example of the present invention, in which, like the embodiment of FIG. 4, the control end 'J=: 1
It is installed as one of the /c programs in the microcomputer 2 (figure fAa) and is executed at a cycle of 10rnS.
At ℃, it is determined whether the engine is in a bad state or not. Visit Qq・n, 1be, the change per hour i
It would be a good idea to test whether or not J" exceeds a predetermined value in the increasing direction.

At the next step, the flags, which are ml in advance, are set to n'
E, determine whether it is set to 1 first.

In the processing at the beginning of step (d), the above flag is set to 1, and the value of the timer is set to zero, which is a bit of a trick.

In the step mouth, change the value of the above timer? , 1, and -
Adding 3 to the coefficient for acceleration pressure as a function of C 3
Do the work. Note that this process also includes )+! +1 Fertilizer 4 As in step (2) in Embodiment V shown in FIG.

On the other hand, in step B, the above flag is set to zero, and the coefficient 3 is also set to zero. The above timer is used because the processing according to this flowchart changes the batting force periodically for a certain period of time.
A simple counter (soft counter) is sufficient.

At step σ°C, a plan for the basic injection time Tp is determined from the coefficient Ki which is determined by the engine speed N1, the engine speed N1, and the fuel injection valve 30.

In addition, in step (2), the calculated coefficient (3) of the upstream step section is used to calculate the positive numerator ACC of the positive numerator 10.

Finally, at the step entrance, these data Tp and TAcc
% and the correction coefficient K for each stroke due to engine temperature, etc.
Then, the process of calculating T i is performed, and the process according to this flowchart is completed.

Kishi V,? -I went to the flood of 1゜Iπ 1≠E 'Ej
5 I will explain the details of the control that can be obtained by using this method.

When the operation in which the result in step σ is applied to the NOl or p engine is not in an accelerating state, the processing in steps σ to σ is carried out after passing through the step opening, and this causes the steady state γ,: N-phase supply control is performed. That is,
At this time, since the coefficient 3 is set to zero in step σ■, the acceleration correction molecule AC (! also becomes zero) produced by the step port, and therefore 1 da" due to the step port is expressed as The result is the same as in step ■ in Figure 4, and the amount of fuel supplied under normal operating conditions is f!
i control.

Note that the fuel cut is performed by a routine not shown.

- When the process starts according to this flow chart,
If the result in step 0 is YES, that is, the engine is being controlled to accelerate, step The force towards the step α sword, or the force of the step force and heading directly to the step D, may result in a case where the force coefficient has a positive value other than zero as 3, and this If the acceleration 'FI11 positive molecule ACC at the step entrance is a predetermined positive value,
The data Ti calculated at step α°C also becomes a larger value than in the normal case.

First, the results at the step entrance range from NO to YES.
When SKi is entered, the flag is still zero, so at this time, the result at the step entrance is NO, and after setting the flag to 1 with step σ and setting the timer to zero, step Move to σ. However,
At this time, the timer is set to zero at the step entrance, and the acceleration is accelerated, except that the Q number is given a maximum of 1 shift as 3. jTi is set to a sufficiently large value.

0 In this case, since there is a step σl, the timer value is added by 1'2 by 1, starting from the first cello when acceleration starts.
Accordingly, the value of 3 for the coefficient is given by the characteristic of the multi-step C to the value of the timer which increases by 1 each time this process is performed, and the value of 3 is given by the characteristic of the multi-step C, The value of the capture molecule ACC is 7, when the acceleration is fully developed.
At the time [A's belief - the 1st given in step σ■ accompanied by the illusion.
The characteristics (・ζ will be changed depending on the

Ichiriki, when processing the Stellar Pro sword, the flag is set to 1 when it passes through here, so the result of step ■ is Y.
During the ES and S consecutive times, it is 3-touch (((It only passes once, and from the second time on it will be skipped at the step mouth).

Therefore, the control of the natural fuel supply mF1 according to this fifth modification becomes as shown in FIG. 6 at each acceleration start point. In this FIG. 6, the solid line A is the characteristic of the modified example of FIG. 5, and the broken line B is the acceleration sleeve normal visibility in the conventional example. Compared to the conventional example, in the first version 1, the number of fuel introduction scenes is increased by 5 corresponding to the area of the part indicated by b, and furthermore,
After that, the number of cars supplying fuel becomes smaller as shown in part C, and as a result, according to this modification,
Due to the increased fuel in the part C, even if the intake pipe 10M is in a state where the intake pipe 10M is in a state where there is a red fuel cut or the like, it is possible to prevent the intake pipe from overflowing, and furthermore, due to the decrease in fuel in the part C, the engine torque can be increased. The acceleration shock in the conventional technology can be effectively eliminated. Note that the timer value is t
After applying force to c, the coefficient 3 becomes zero, so at this point t. After that, the acceleration ne lIj positive molecule ACIC also becomes zero.

Next, another modification of the present invention is shown in FIG. 7, and the location shown in FIG. This is one of the programs shown in Figure 3), and is executed at regular intervals, for example, every 10 m5, to calculate the injection time Ti. This corresponds to the steg σ℃ ~ mouth in the modified example of the figure, and the far point a is the point where the meridionality of the step date is different from the characteristic of the step mouth ^, and the processing content of the step mouth is the step σ℃
The only difference is that the processing content is different from that of , so the explanation will focus on the differences between .

The processing at step (2) D is to add 4 to the filter coefficient in response to the timer 2, and may be carried out by the table method as in the case of the Towamo step (FIG. 5).

The processing at the beginning of the step is the amount of ↑IJ positive basic song time Tp0, and its contents are the current processing once ^XJ group l-J
Put the data Tp, which was obtained in the process, into the 8 self and set it as FTpc. Then, this data FT, and the data T
The difference between the p and the filling in the step mouth is tl・waF+,
Multiply by 4, add data Tp to it, and get IT at the time of bamboo 11 positive basic injection.

The processing of step σ] is also performed based on this data Tpo and ne, 1. 1 from the positive coefficient (as explained above, the coefficient determined by the cooling water temperature, etc.)
The inter-station Ti is outputted by p.

Next, according to the modified example of FIG.
I will give an explanation about the 11 results.

Already the first figure! As explained in (a) and (b), acceleration shock occurs when the intake air life Q increases
This is because the detection data Qs by FS (air flow sensor) is delayed and rises quite rapidly, and as a result, the fuel supply iFi also rises rapidly.However, in this modification of 17j, acceleration starts at step σD 4 is given to the filter coefficient that changes with a predetermined characteristic from the time when the step σ■
and the data Tpc at the step entrance, and this data Tp at the step entrance.
Data Ti is extracted from o.

As shown in Figure 8, the detection coefficient Qs of AFs
By giving a predetermined delay to the start-up of the feed amount Fi, it is possible to sufficiently suppress the occurrence of an acceleration shock when an acceleration operation is performed from a decelerated state.

〔Effect of the invention〕

As explained above, the non-inventive skill 1 is the fuel
Even when the cut is applied, it is possible to sufficiently eliminate the acceleration shock when operating from the engine braking state to the accelerating state, thereby eliminating the drawbacks of the conventional technology and providing engine control with an excellent driving feeling. The device can be easily provided.

[Brief explanation of the drawing]

Fig. 1 is a characteristic diagram for explaining acceleration shock, Fig. 2 is a characteristic diagram showing the relationship between engine torque and air-fuel ratio, and Fig. 3 is a schematic diagram showing an example of an engine control device according to the present invention. Similarly, FIG. 4 is a flow chart showing the operation of an embodiment of the present invention, FIG. 5 is a flow chart showing the operation of a modified example of the present invention, FIG. 6 is a characteristic diagram thereof, and FIG. 7 is a flow chart showing the operation of an embodiment of the present invention. A flowchart showing the operation of another modified example, and FIG. 8 is a characteristic diagram thereof. 1... Engine M fffll &% l1f
f, , 2...Microcomputer, 10...Suction nitrogen pipe, 10M...
・Intake manifold, 20...Hot Waiki, 21・
...Water temperature sensor, 30...Fuel injection valve,
34... Throttle valve, 35...
Throttle switch or angle sensor. Fig. 2 Fig. 3 Fig. 3 [ Fig. 4 Fig. 5 Fig. 7 Fig. 8 sI

Claims (1)

[Claims] 1. In an internal combustion engine control device that performs fuel supply cut-off control in a predetermined operating region where the engine is in a deceleration state, each time the cut-off 1j control is started, the elapsed time from the start point is detected. When the engine starts running, the Anti
An engine control device that is characterized by its accomplishments.