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Fuel cut-off control system in fuel injection internal combustion engine with automatic power transmission
Abstract
US4539643A
A fuel cut-off control can prolong a period of time in which the engine speed is maintained
United States
at a range suitable for performing fuel cut-off and shorten a period of time in which the
engine speed is in a fuel recovery range to minimize fuel consumption during engine
deceleration. In a fuel cut-off control system in a fuel injection internal combustion engine Download PDF Find Prior Art Similar
with an automatic transmission, the fuel cut-off control system is responsive to a brake
switch signal and an engine speed signal having a value above a fuel recovery threshold to
Inventor: Tadashi Suzuki, Yoshiro Morimoto, Hideo
decrease the value of a fuel cut-off threshold to again perform the fuel cut-off even in the
Hamada, Masaaki Suga, Takashi Murasugi
normal fuel recovery range. Down shifting of a transmission gear is performed to increase
engine speed to a level beyond the fuel cut-off threshold to prolong the fuel cut-off period. Current Assignee : Nissan Motor Co Ltd
Images (7) Worldwide applications
1982 US EP
Application US06/420,951 events
1981-10-01 Priority to JP56-154755
1982-09-21 Application filed by Nissan Motor Co Ltd
1985-09-03 Publication of US4539643A
1985-09-03 Application granted

Classi cations
2002-09-21 Anticipated expiration
B60W10/06 Conjoint control of vehicle sub-units of different type or different function 2019-02-17 Application status is Expired - Fee Related
including control of propulsion units including control of combustion engines
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Info: Patent citations (13), Cited by (42), Legal events,

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Description Claims (39)
BACKGROUND OF THE INVENTION What is claimed is:
The present invention relates generally to a fuel injection control in a fuel 1. A fuel cut-off control system for a fuel injection internal combustion
injection internal combustion engine which is associated with an automatic engine comprising:
power transmission. More particularly, the invention relates to fuel cut-off
control in a fuel injection control system for the purposes of fuel economy a first means for detecting a released position of an accelerator
and emissions control. pedal to produce a first signal;
In a fuel injection internal combustion engine, fuel cut-off is performed while a second means for deriving the revolution speed of the engine to
the engine is decelerating or coasting in order to save fuel and reduce produce a second signal having a value indicative of said engine
exhaust emission. On the other hand, even during engine deceleration or revolution speed;
coasting, fuel cut-off is inhibitted and fuel injection must be performed
a third means for detecting application of a brake to produce a third
under certain engine operating conditions for engine driving stability and
signal;
prevention of engine stalling. In particular, in the range of relatively low
engine speeds, fuel injection must be carried out even while the engine is a fuel injection system for controlling fuel injection quantity and fuel
decelerating or coasting. injection timing;
For the internal combustion engine equipped with an automatic power fuel cut-off signal generator for producing a fuel cut signal to disable
transmission, it is difficult to prolong the period in which the fuel cut off is said fuel injection system to cut-off fuel supply to the engine in
performed to satisfactorily save the fuel. In such an engine, the engine response to said first signal and including means for selectively
speed can more easily drop into the engine speed range requiring fuel comparing said second signal value with a first lower and a second
supply than an engine with a manual power transmission, since the higher threshold values, said fuel cut-off signal generator being
automatic power transmission has a torque converter which isolates the operable in either one of a first state in which said comparing means
engine from a driving wheel shaft to transmit less driving force to the engine
than is transmitted to an engine with a manual power transmission. This is activated to compare said second signal value with said first, lower
results in a shorter fuel cut-off period. threshold value to resume operation of said fuel injection system to
resume fuel supply to the engine when said second signal value
Furthermore, in the fuel cut-off control, hysteresis is provided between the
becomes lower than said first threshold value, a second state in
fuel recovery engine speed at which fuel supply is resumed in order to
which said comparing means is activated to compare said second
prevent the engine from stalling and the fuel cut-off engine speed at which
signal value with said second, higher threshold value to disable said
fuel cut-off is performed. Obviously, the fuel cut-off engine speed is higher
fuel injection system when said second signal value exceeds said
than the fuel recovery engine speed. Therefore, once the engine speed
second threshold value, and a third state in which said comparing
drops to the fuel recovery engine speed, fuel cut-off cannot be performed
means is activated to compare said second signal value with said
until the engine speed reaches the fuel cut-off engine speed again. In an
first threshold value to disable said fuel injection system when said
engine with automatic power transmission, the fuel recovery engine speed
second signal value exceeds said first threshold value; and
is preset to a comparably high engine speed in order to satisfactorily
prevent the engine from stalling and, for the same reason, the fuel cut-off means for operating said fuel cut-off signal generator in said third
engine speed is preset to a higher engine speed than that required for state in response to said third signal.
engine warm up. As a result, the engine speed during deceleration of
coasting can quickly pass the fuel recovery engine speed so that the fuel 2. A fuel cut-off control system for a fuel injection internal combustion
cut-off period is shortened and the engine speed will return rather slowly to engine comprising:
the fuel cut-off engine speed, both of which unnecessarily increase fuel
a first means for detecting a released position of an accelerator
consumption.
pedal to produce a first signal;
On the other hand, it is well known that, with an automatic power
a second means for deriving engine revolution speed to produce a
transmission, the engine speed can be increased by shifting the
second signal having a value indicative of said engine revolution
transmission gear position to a lower gear during deceleration, similarly to
speed;
kick-down during acceleration. By using this down-shifting of the
transmission gear effectively, the engine speed can quickly reach the fuel a third means for detecting application of a brake to produce a third
cut-off engine speed to perform the fuel cut-off even after the engine speed signal;
has dropped to the fuel recovery engine speed. In order to effectively
perform the down-shifting of the transmission gear, a down-shifting a fuel injection system for injecting fuel into the engine;
actuator for operating a down-shifting valve in the automatic power
a fuel cut-off signal generator for producing a fuel cut signal to
transmission for kick-down operation will be used even during engine
disable said fuel injection system to cut-off fuel supply to the engine
deceleration. In this way, the period of time for which the engine speed falls
in response to said first signal, said fuel cut-off signal generator
within the fuel recovery range is shortened in order to decrease
including means for comparing said second signal value with
unnecessary consumption of fuel.
predetermined thresholds, said generator being variable between a
first state in which said second signal value is compared to a first,
SUMMARY OF THE INVENTION lower threshold to resume operation of said fuel injection system
when said second signal value becomes equal to or less than said
Therefore, it is an object of the present invention to provide a fuel cut-off first threshold, a second state in which said second signal value is
control which can prolong the period of time in which the engine speed falls compared to a second, higher threshold to disable said fuel injection
within a range suitable for performing fuel cut-off and which can shorten the system when said second signal value becomes equal to or greater
period of time in which the engine speed falls within a fuel recovery range in than said second threshold, and a third state in which said second
order to minimize fuel consumption during engine deceleration. signal value is compared with said first threshold to disable said fuel
injection system when said second signal value exceeds said first
To accomplish the above-mentioned and other objects, there is provided a
threshold value; and
fuel cut-off control system in a fuel injection internal combustion engine
with an automatic transmission, in which the fuel cut-off control system is
means for setting said fuel cut-off signal generator to said third state
responsive to a brake switch signal and an engine speed signal with a signal
in response to said third signal.
value exceeding a fuel recovery threshold to decrease the value of a fuel
cut-off threshold to perform fuel cut-off even in the normal fuel recovery 3. A fuel cut-off control system for a fuel injection internal combustion
range. engine comprising:
Preferably, down-shifting of a transmission gear is performed in order to a first means for detecting a released position of an accelerator
increase engine speed to a level exceeding the fuel cut-off threshold and pedal to produce a first signal;
thereby prolong the fuel cut-off period.
According to one embodiment of the present invention, the fuel cut-off second signal having a value indicative of the engine revolution
control system comprises a first sensor for detecting the released position speed;
of an accelerator pedal to produce a first signal, a second sensor for
detecting the engine revolution speed to produce a second signal having a a third means for detecting application of a brake to produce a third
value indicative of the engine revolution speed, a third sensor for detecting signal;
application of a brake to produce a third signal;
a fourth means for detecting the load condition on the engine to
a fuel injection system including a fuel injector for controlling the fuel produce a fourth signal having a value indicative of the engine load
injection quantity and fuel injection timing on the basis of preselected condition;
control parameters, a fuel cut-off signal generator for producing a fuel cut-
a fuel injection system for injecting fuel at a controlled amount and a
off signal to disable the fuel injection system and thereby cut-off the fuel
controlled timing based on said second and fourth signal values;
supply to the engine in response to the first signal, the state of the fuel cut-
off signal generator being variable between a first state in which the second a fuel cut-off signal generator for producing a fuel cut signal to
signal value is compared to a first lower threshold to resume operation of disable said fuel injection system to cut-off fuel supply to the engine
said fuel injection system and thereby resume fuel supply to the engine in response to said first signal, said fuel cut-off signal generator
when the second signal value becomes less than the first threshold, and a including means for comparing said second signal value with
second state in which the second signal value is compared to a second predetermined thresholds, said generator being variable between a
higher threshold to disable said fuel injection system when the second first state in which said second signal value is compared to a first,
signal value exceeds the second threshold, and means for placing the fuel lower threshold to resume operation of said fuel injection system
cut-off signal generator in the first state in response to the third signal. when said second signal value becomes equal to or less than said
first threshold, a second state in which said second signal value is
According to another embodiment, a method for controlling fuel cut-off
compared to a second, higher threshold to disable said fuel injection
comprises detecting when a throttle valve is open at an angle smaller than a
system when said second signal value becomes equal to or greater
predetermined open angle to produce a first signal, detecting an engine
than said second threshold, and a third state in which said second
revolution speed to produce a second signal having a value proportional to
signal value is compared with said first threshold to disable said fuel
the engine revolution speed, detecting application of a brake to produce a
injection system when said second signal value exceeds said first
third signal, producing a first lower and second higher reference signals
threshold value; and
respectively having values representative of first lower and second upper
thresholds, producing a fuel cut-off signal to cut-off fuel supply in response means for setting said fuel cut-off signal generator to said third state
to said first signal, comparing the second signal value to the first reference in response to said third signal.
signal value when the fuel supply to the engine has been cut off to resume
fuel supply when the second signal value becomes less than the first 4. A fuel cut-off control system for a fuel injection internal combustion
reference signal value, comparing the second signal value to the second engine comprising:
reference signal value and cutting off the fuel supply to the engine when the
second signal value exceeds the second reference signal value, and cutting
pedal to produce a first signal;
off the fuel supply to the engine in response to the third signal.
BRIEF DESCRIPTION OF THE DRAWINGS
second signal having a value indicative of the engine revolution
The present invention will be understood more fully from the detailed speed;
description given herebelow and from the accompanying drawings of the
preferred embodiment of the invention, which, however, should not be taken
signal;
as limitative to the invention but for elucidation and explanation only:
a fourth means for detecting the load condition on the engine to
In the drawings:
produce a fourth signal having a value indicative of the engine load
FIG. 1 is a schematic block diagram of the first embodiment of a fuel cut-off condition;
control system according to the present invention;
a fuel injection system for injecting fuel at a controlled amount based
FIG. 2 is a schematic block diagram of the second embodiment of the fuel on said second and fourth signal values, and in synchronism with the
cut-off control system; engine revolution;
FIG. 3 is a schematic block diagram of the third embodiment of the fuel cut- a fuel cut-off signal generator for producing a fuel cut signal to
off control system; disable said fuel injection system to cut-off fuel supply to the engine
FIG. 4 is a timing chart of the operation of the fuel cut-off control system of
FIG. 5;
thresholds, said generator being variable between a first state in
FIG. 5 is a schematic block diagram of the fourth embodiment of the fuel which said second signal value is compared to a first, lower
cut-off control system; threshold to resume operation of said fuel injection system when
said second signal value becomes equal to or less than said first
FIG. 6 is a schematic block diagram of the fifth embodiment of the fuel cut- threshold, a second state in which said second signal value is
off control system; compared to a second, higher threshold to disable said fuel injection
system when said second signal value becomes equal to or greater
FIG. 7 is a schematic block diagram of the sixth embodiment of the fuel cut-
off control system; and
FIG. 8 is a schematic block diagram of the seventh embodiment of the fuel injection system when said second signal value exceeds said first
cut-off control system. threshold value; and
DESCRIPTION OF THE PREFERRED EMBODIMENT means for receiving said third signal and responsive thereto for
setting said fuel cut-off signal generator to said third state after a
Referring now to the drawings, particularly to FIG. 1, there is illustrated the predetermined period of time after receiving said third signal.
first embodiment of a fuel cut-off control system according to the present
invention. A fuel injection timing sensor 10 comprises a crank angle sensor 5. A fuel cut-off control system for a fuel injection internal combustion
or ignition timing sensor for detecting engine revolution speed. The fuel engine comprising:
injection timing sensor 10 produces a fuel injection timing pulse signal St in
synchronism with the engine revolution. An engine coolant temperature pedal to produce a first signal;
sensor 12 produces an engine coolant temperature signal Sw having a value
proportional to the engine coolant temperature. An engine load sensor 14 a second means for producing a second signal being an engine
comprises a throttle angle sensor or an intake vacuum sensor for detecting speed dependent signal having a value variable depending upon the
the load on the engine. The engine load sensor 14 produces an engine load engine revolution speed;
signal SL representative of the current engine load condition.
signal;
The fuel injection timing sensor 10, the engine coolant temperature sensor
12 and the engine load sensor 14 are connected to a fuel injection pulse
a fourth means for detecting a load condition on the engine to
generator 210 in a fuel injection control unit 20. The fuel injection pulse
generator 210 produces a fuel injection pulse Sp having a pulse width condition;
determined on the basis of the fuel injection timing signal St, the engine
a fuel injection system for injecting fuel at a controlled amount and a
coolant temperature signal Sw and the engine load signal SL. The arithmetic controlled timing based on said second and fourth signal values;
operation in the fuel injection pulse generator 210 is per se well known and
can be performed in various ways. For example the U.S. Pat. No. 4,319,327 a fuel cut-off signal generator for producing a fuel cut signal to
to Kazuhiro HIGASHIYAMA et al, issued on Mar. 9, 1982 discloses a Load disable said fuel injection system to cut-off fuel supply to the engine
Dependent Fuel Injection Control System for a fuel-injection internal in response to said first signal, said fuel cut-off signal generator
combustion engine. In the disclosed system, basic fuel injection rate signals including means for comparing said second signal value with
are produced in accordance with the load on the engine and the engine predetermined thresholds, said generator being variable between a
output speed and are modified by a correction value read out from a first state in which said second signal value is compared to a first,
collection of data representing various correction values in terms of the lower threshold to resume operation of said fuel injection system
engine output speed and the engine load. When the correction value when said second signal value becomes equal to or less than said
selected is zero or smaller than a predetermined value, the fuel injection rate first threshold, a second state in which said second signal value is
may be feedback controlled to achieve a predetermined air/fuel mixture compared to a second, higher threshold to disable said fuel injection
ratio in the engine through detection of the air/fuel ratio of the mixture system when said second signal value becomes equal to or greater
produced in the engine. In addition, the U.S. Pat. No. 4,313,412 to Akio than said second threshold, and a third state in which said second
HOSAKA et al, issued on Feb. 2, 1982 discloses a fuel supply control system signal value is compared with said first threshold to disable said fuel
using a stored program-type digital computer for calculating a basic fuel injection system when said second signal value exceeds said first
injection amount and correcting the basic fuel amount in accordance with threshold value;
various correction factors. The correction factors include an engine coolant
means for setting said fuel cut-off signal generator to said third state
temperature as one of the factors used to correct the basic fuel amount.
in response to said third signal; and
The disclosure in the above-mentioned U.S. Patents are herewith
an automative power transmission including a down-shifting means
incorporated by reference.
which shifts the transmission down to a lower gear in response to
On the other hand, general fuel cut-off operation in the fuel injection control said third signal.
has been illustrated in the U.S. Pat. No. 4,371,050. In this patent, there is
6. A fuel cut-off control system for a fuel injection internal combustion
disclosed a Fuel Cut-Off Apparatus responsive to various vehicle operating
engine comprising:
conditions for cutting off the flow of fuel from a fuel supply system to the
engine. The fuel cut-off control apparatus is adapted to interrupt the fuel a first means for detecting a released position of an acceleration
flow when the throttle valve is in its fully closed position, the engine speed is pedal to produce a first signal;
above a first engine speed reference level and the vehicle speed is above a
first vehicle speed reference level. The fuel cut-off control apparatus is a second means for producing a second signal being an engine
adapted to permit fuel flow to the engine when the throttle valve is in its speed dependent signal having a value variable depending upon the
open position, the engine speed is below a second engine speed reference engine revolution speed;
level lower than the first engine speed reference level, or the vehicle speed
is below a second vehicle speed reference level lower than the first vehicle a third means for detecting application of a brake to produce a third
speed reference level. The disclosure of U.S. Pat. No. 4,371,050 is also signal;
incorporated by reference.
a fourth means for detecting a load condition of the engine to
Returning to FIG. 1, the fuel injection timing sensor 10 is also connected to a produce a fourth signal having a value indicative of the engine load
fuel cut-off signal generator 214 via a frequency/voltage converter 216. As condition;
set forth previously, since the fuel injection timing signal St is produced in
a fuel injection system for injecting fuel at a controlled amount based
syncronism with the engine revolution and thus the frequency thereof is on said second and fourth signal values and synchronously with the
proportional to the engine revolution speed, the output voltage NV of the engine revolution;
frequency/voltage converter 216 is representative of the engine speed.
Therefore, the fuel cut-off signal generator 214 receives the a fuel cut-off signal generator for producing a fuel cut signal to
frequency/voltage converter output NV as an engine speed parameter disable said fuel injection system to cut-off fuel supply to the engine
signal. The engine coolant temperature sensor 12 is connected to a
reference signal generator 218 to transmit the engine coolant temperature
signal Sw to the latter. The reference signal generator 218 produces a fuel
first state in which said signal value is compared to a first, lower
recovery reference signal Nf representative of a fuel recovery threshold
threshold to resume operation of said fuel injection system when
engine speed and a fuel cut-off reference signal Nc representative of a fuel said second signal value becomes equal to or less than said first
cut-off threshold engine speed. The values of the fuel recovery reference threshold, a second state in which said second signal value is
signal Nf and the fuel cut-off reference signal Nc are variable depending compared to a second, higher threshold to disable said fuel injection
upon the engine coolant temperature signal value. system when said second signal value becomes equal to or greater
The fuel cut-off signal generator 214 is also connected to a deceleration signal value is compared with said first threshold to disable said fuel
signal generator 30. The deceleration signal generator 30, in turn, receives injection system when said second signal value exceeds said first
an input from an accelerator pedal switch 16 which is turned ON to produce threshold value;
a HIGH level accelerator signal SI indicative of the engine deceleration or
means for receiving said third signal and responsive thereto for
coasting while an accelerator pedal (not shown) is released. Also, the
setting said fuel cut-off signal generator to said third state after a
deceleration signal generator 30 is connected to a brake sensor 18 which
predetermined period of time after receiving said third signal; and
comprises a brake fluid pressure sensor or a brake pedal switch, for
example. The brake sensor 18 is adapted to produce a HIGH level brake an automatic power transmission including a down-shifting means
signal SB while the brake (not shown) is applied. responsive to said third signal to shift the transmission to a lower
The accelerator pedal switch 16 is connected to a RESET input terminal R of gear ratio.
a flip-flop 310 in the deceleration signal generator 30. The brake sensor 18
is connected to a SET input terminal S of the flip-flop 310, to input the brake 7. A fuel cut-off control system for a fuel injection internal combustion
signal SB thereto. The flip-flop 310 is responsive to the HIGH level brake engine comprising:
signal SB to change to the SET state in which a HIGH level flip-flop signal is a first means for detecting a released position of an accelerator
outputted from its Q-output terminal. On the other hand, the flip-flop 310 is pedal to produce a first signal;
responsive to a LOW-level accelerator signal SI to change to the RESET state
a second means for producing a second signal being an engine
in which a LOW level flip-flop signal is outputted. The Q-output terminal of
speed dependent signal having a value variable depending upon the
the flip-flop 310 is connected to one of the input terminals of an AND gate
engine revolution speed;
312. The other input terminal of the AND gate 312 is connected to a
comparator 320 to receive a comparator signal Sp therefrom. The a third means for detecting application of a brake to produce a third
comparator 320 is also connected to the reference signal generator 218 and signal;
the frequency/voltage converter 216. The comparator 320 thus receives the
fuel recovery reference signal Nf from the reference signal generator 218 a fourth means for detecting a load condition on the engine to
and the frequency/voltage converter output NV. The comparator 320
condition;
compares the input signal values and produces a HIGH level comparator
signal SR when the frequency/voltage converter output NV is larger than the a fuel injection system for injecting fuel at a controlled amount based
fuel recovery reference signal Nf. on said second and fourth signal values and in synchronism with the
engine revolution;
The AND gate 312 is connected to a monostable multivibrator 314 to feed a
a fuel cut-off signal generator for producing a fuel cut signal to
HIGH level gate signal to the latter when the flip-flop 310 is in the SET state
disable said fuel injection system to cut-off fuel supply to the engine
and the comparator signal SR is HIGH. The monostable multivibrator 314 is
responsive to the rising edge of the HIGH level gate signal from the AND
gate 312 to be triggered. The monostable multivibrator 314 normally feeds
a HIGH level signal SM to one of the input terminals of an OR gate 316 and a
first state in which said second signal value is compared to a first,
LOW level signal for a given period in response to the rising edge of the lower threshold to resume operation of said fuel injection system
HIGH-level gate signal. The other input terminal of the OR gate 316 is when said second signal value becomes equal to or less than said
connected to the output terminal of the fuel cut-off signal generator 214 to first threshold, a second state in which said second signal value is
receive a fuel cut-off signal Sc. Therefore, the OR gate 316 is rendered compared to a second, higher threshold to disable said fuel injection
conductive in response to either the signal SM of the monostable system when said second signal value becomes equal to or greater
multivibrator 314 or the fuel cut-off signal Sc. The OR gate 316 is connected than said second threshold, and a third state in which said second
to one of the input terminals of an AND gate 318. The other input terminal of injection system when said second signal value exceeds said first
the AND gate 318 is connected to the foregoing accelerator pedal switch 16 threshold value;
to receive the accelerator signal SI.
means for receiving said third signal and responsive thereto for
The AND gate 318 is, in turn, connected to the fuel cut-off signal generator setting said fuel cut-off signal generator to said third state after a
214 to output a deceleration signal SG thereto when the AND condition of predetermined period of time after receiving said third signal;
the accelerator signal SI and the output of the OR gate 316 is established.
an automatic power transmission; and
The fuel cut-off signal generator 214 is responsive to the deceleration signal
SG to compare the frequency/voltage converter output NV with the fuel down-shifting means, incorporated in said automatic power
transmission, for shifting the transmission to a lower gear ratio in
recovery reference signal Nf. As long as the frequency/voltage converter
response to said third signal.
output NV is larger than the fuel recovery reference signal, the fuel cut-off
signal generator 214 outputs the fuel cut-off signal Sc to the fuel injection 8. The system as set forth any one of claims 2 to 7, wherein said
pulse generator 210. The fuel injection pulse generator 210 is disabled by setting means is associated with said first means to interrupt
the fuel cut-off signal Sc to stop outputting the fuel injection pulse Sp to a said first signal for a given period of time in response to said third
signal.
fuel injector 42 of a fuel injection internal combustion engine 40 via a driver
signal generator 212. When the frequency/voltage converter output NV 9. The system as set forth in claim 8, which further comprises a
becomes equal to or smaller than the fuel recovery reference signal Nf, the holding circuit for holding said third signal to maintain said third
fuel cut-off signal Sc is terminated and, thus, the fuel injection pulse signal even when said third means cease to produce said third
signal.
generator 210 starts outputting the fuel injection pulse Sp to the fuel injector
42 via the driver signal generator 212. 10. The system as set forth in claim 9, wherein said third signal
holding circuit is responsive to the trailing edge of said first signal
At the same time, the fuel cut-off signal generator 214 switches the
to cease output of the third signal.
reference signal to be compared with the frequency/voltage converter
output NV from the fuel recovery reference signal Nf to the fuel cut-off 11. The system as set forth in claim 8, which includes a delay
reference signal Nc. circuit interpositioned between said third means and said fuel
cut-off signal generator for providing a delay in the operation of
It should be appreciated that in the reference signal generator 218, the fuel said setting means.
recovery reference signal Nf and the fuel cut-off reference signal Nc are
12. The system as set forth in claim 11, which further comprises
adjusted in accordance with the engine coolant temperature signal Sw. It
an engine coolant temperature sensor for detecting the
should also be obvious that the fuel cut-off reference signal Nc has a value
temperature of an engine coolant to produce an engine coolant
temperature signal having a value proportional to said engine
larger than that of the fuel recovery reference signal Nf, since the fuel cut-off coolant temperature, and said first and second thresholds are
engine speed is higher than the fuel recovery engine speed. adjusted to accordance with said engine coolant temperature
signal value.
In operation, as long as the accelerator pedal is depressed and thus the
throttle valve is opened, the accelerator pedal switch 16 is kept OFF and 13. The system as set forth in claim 5, 6 or 7, further comprising a
outputs a LOW-level accelerator signal SI. In this case, the AND gate 318 is comparator for comparing said second signal value and said first
threshold, and disabling the down-shifting operation of said
closed to disable the fuel cut-off signal generator 214. The fuel injection
down-shifting means when said second signal value is less than
pulse generator 210 calculates the fuel injection pulse width so as to set the
said first threshold.
duty cycle, i.e., the ratio of energized period and deenergized period, thereof
on the basis of the fuel injection timing signal St, the engine coolant
14. The system as set forth in claim 5, 6 or 7, wherein said down-
temperature signal Sw and the engine load signal SL. As will be appreciated, shifting means is connected to said means for setting said fuel
the calculation of the fuel injection pulse width in the fuel injection pulse cut-off signal generator such that said setting means becomes
generator is performed in synchronism with the fuel injection timing signal. operative in response to said third signal with a given delay time
The fuel injection pulse Sp is outputted to the driver signal generator 212 to after operation of said down-shifting means.
drive the fuel injector 42 to perform fuel injection at the controlled amount.
15. The system as set forth in claim 13, which further comprises
If the accelerator pedal is released for deceleration or coasting, the an engine coolant temperature sensor for detecting the
accelerator switch 16 is turned ON to output a HIGH-level accelerator signal temperature of the engine coolant to produce an engine coolant
SI. The HIGH-level accelerator signal SI is fed to the AND gate 318 and the temperature signal having a value proportional to said engine
coolant temperature, and said first and second thresholds are
RESET input terminal R of the flip-flop 310. The flip-flop 310 is thus reset to
adjusted in accordance with said engine coolant temperature
output the LOW-level flip-flop signal from the Q-output terminal. The
signal value.
comparator 320 produces the HIGH level comparator signal SR as long as
the frequency/voltage converter output NV is larger than the fuel recovery 16. In a fuel injection control system for detecting control parameters
reference signal Nf. Therefore, the output of the AND gate 312 remains LOW and producing a fuel injection pulse with a duty cycle corresponding to a
as long as the flip-flop 310 is RESET. The LOW level AND-gate output is determined fuel injection amount and outputting said fuel injection pulse
applied to the monostable multivibrator to hold the output SM thereof HIGH. in synchronism with the engine revolution,
The HIGH-level output SM is fed to the AND gate 318 via the OR gate 316 to a method for controlling fuel cut-off comprising:
open the AND gate.
detecting whether a throttle valve angular position is smaller than a
In this case, the AND gate 318 outputs the HIGH-level deceleration signal SG predetermined open angle and producing a first signal in response
to the fuel cut-off signal generator 214. The fuel cut-off signal 214 is thereto;
responsive to the HIGH-level deceleration signal SG to produce the fuel cut-
off signal Sc as long as the frequency/voltage converter output NV is larger producing an engine speed dependent signal having a value variable
than the fuel recovery reference signal Nf. In other words, the fuel cut-off depending upon the engine revolution speed;
signal generator 214 generates the fuel cut-off signal when the engine deriving engine revolution speed on the basis of said engine speed
speed is above the fuel recovery engine speed during deceleration and dependent signal value and producing a second signal having a value
coasting. indicative of the engine revolution speed;
When the engine speed decreases to the fuel recovery engine speed, the
detecting initial application of a brake and producing a third signal in
fuel cut-off signal generator 214 stops outputting the fuel cut-off signal Sc
response thereto;
to enable the fuel injection pulse generator 210 to produce the fuel injection
pulse. At the same time, the fuel cut-off signal generator 214 switches the producing first, lower and second, higher reference signals
reference signal to be compared with the frequency/voltage converter respectively having values representative of first, lower and second,
output NV from the fuel recovery reference signal Nf to the fuel cut-off upper thresholds;
reference signal Nc. Thereafter, the fuel cut-off signal generator 214
producing a fuel cut-off signal which cuts off fuel supply in response
compares the frequency/voltage converter output NV with the fuel cut-off to said first signal;
reference signal Nc until the engine speed increases to greater than the fuel
comparing said second signal value with said first reference signal
cut-off engine speed. In this case, the fuel injection pulse generator 210
value in the presence of the fuel cut-off signal and ceasing
generates the fuel injection pulse Sp synchronously with the fuel injection
production of the fuel cut-off signal in order to resume fuel supply
timing signal and with a pulsewidth dependent upon the frequency of the when said second signal value becomes less than said first
fuel injection timing signal, the engine coolant temperature signal and the reference signal value;
engine load signal.
comparing said second signal value with said second reference
Here, if the brake pedal is depressed to produce a HIGH level brake signal signal value in the absence of the fuel cut-off signal and producing
SB, the flip-flop 310 changes to the SET state to produce a HIGH-level flip- the fuel cut-off signal when said second signal value exceeds said
flop signal to be applied to the AND gate 312. In this case, if the engine second reference signal value; and
speed represented by the frequency/voltage converter 216 is equal to or
below the fuel recovery engine speed, the comparator 320 produces a LOW- comparing said second signal value with said first reference signal in
level comparator signal SR to close the AND gate 312. Therefore, the the absence of the fuel cut-off signal and the presence of the third
signal and producing the fuel cut-off signal in response to said third
monostable multivibrator continues to output the HIGH-level signal SM,
signal when said second signal value exceeds said first reference
whereby the HIGH-level deceleration signal SG is outputted to the fuel cut-
signal value.
off signal generator 214 via the AND gate 318. Alternatively, if the
frequency/voltage converter output NV is greater than the fuel recovery 17. In a fuel injection control system for detecting control parameters
and producing a fuel injection pulse with a duty cycle corresponding to a
reference signal Nf, the AND gate 318 is opened by the brake signal SB, determined fuel injection amount and outputting said fuel injection pulse
whereby a L0W-level signal SM is outputted by the monostable multivibrator in synchronism with the engine revolution,
314 for the given period of time in response to the rising edge of the HIGH- a method for controlling fuel cut-off comprising:
level AND-gate output.
In this case, since the engine speed is maintained in the fuel recovery range,
predetermined open angle and producing a first signal in response
the fuel cut-off signal Sc to be applied to the OR gate 316 remains LOW.
thereto;
Therefore, in response to the change of the signal SM to LOW level from
producing an engine speed dependent signal having a value variable
HIGH level, the output of the OR gate 316 goes LOW to violate the AND
depending upon the engine revolution speed;
condition in the AND gate 318 and thereby close the latter. The AND gate
318 outputs a LOW-level deceleration signal SG to the fuel cut-off signal
deriving engine revolution speed on the basis of said engine speed
generator 214 as if the accelerator pedal switch 16 had been turned off by dependent signal value and producing a second signal having a value
depressing the accelerator pedal. The fuel cut-off signal generator 214 is indicative of the engine revolution speed;
responsive to the LOW-level gate signal SG to switch the reference signal
detecting initial application of brake to produce a third signal;
from the fuel cut-off reference signal Nc to the fuel recovery reference
signal Nf. Thus, after termination of the given output period of the interrupting said first signal for a given period of time in response to
monostable multivibrator, the fuel cut-off signal generator 214 compares said third signal;
the frequency/voltage converter output NV with the fuel recovery reference
producing first, lower and second, higher reference signal
signal Nf to produce the HIGH-level fuel cut-off signal Sc as long as the
respectively having values representative of first, lower and second,
engine speed is above the fuel recovery engine speed. upper thresholds;
Thus, according to the present invention, the fuel cut-off can be performed producing a fuel cut-off signal to cut-off fuel supply as long as said
even when the engine speed is maintained in the fuel recovery range due to first signal is present and said second signal value is above said first
application of the brake. Thus, the period for effecting fuel cut-off is reference signal value;
prolonged to effectively save fuel.
It should be appreciated that, even though the fuel cut-off is performed
value in the presence of said fuel cut-off signal and ceasing
while the engine speed is in the fuel recovery range due to application of the
production of said fuel cut-off signal when said second signal value
brake, the engine will not stall since it is being driven by engine braking
becomes less than said first reference signal value;
while coasting. Furthermore, by feeding back the fuel cut-off signal to the
OR gate to keep the output thereof HIGH as long as the fuel cut-off signal comparing said second signal value with said second reference
remains HIGH level, to prevent the fuel cut-off signal generator from being signal value in the absence of said fuel cut-off signal and producing
disabled to output the HIGH-level fuel cut-off signal by application of the said fuel cut-off signal when said second signal value exceeds said
brake. second reference signal value; and
The foregoing first embodiment can be modified to omit the flip-flop 310 by comparing said second signal value with said first reference signal
directly connecting the brake sensor 18 to the AND gate 312. The first value in the absence of the fuel cut-off signal and the presence of the
embodiment can be modified in any way as long as the foregoing functions third signal and producing the fuel cut-off signal in response to said
can be performed. One of the modifications is illustrated in FIG. 2 as the third signal when said second signal value exceeds said first
second embodiment. In FIG. 2, a delay circuit 322 is inserted between the reference signal value.
AND gate 312 and the monostable multivibrator 314. The delay circuit 322
is adapted to directly conduct LOW-level signals without delay and to 18. In a fuel injection control system for detecting control parameters
enforce a given delay on HIGH-level signals. Other circuitry is the same as and producing a fuel injection pulse with a duty cycle corresponding to a
the foregoing first embodiment. determined fuel injection amount and outputting said fuel injection pulse
synchronously with the engine revolution,
In this embodiment, as long as the engine speed remains above the fuel
recovery engine speed after releasing the accelerator pedal, the system will a method for controlling fuel cut-off comprising:
work identically as illustrated in FIG. 1. Once the engine speed decreases to
the fuel recovery engine speed to stop fuel cut-off signal. The HIGH-level
predetermined open angle and producing a first signal in response
output of the AND gate 312 is applied to the monostable multivibrator 314
thereto;
via the delay circuit 322 after the given delay time. Thus, switching of the
gate signal SG of the AND gate 318 from HIGH level to LOW level is delayed producing an engine speed dependent signal having a value variable
for the given delay time and thus switching of the reference signals from the depending upon the engine revolution speed;
fuel cut-off reference signal Nc to the fuel recovery reference signal is
delayed for the given delay time.
dependent signal value and producing a second signal having a value
Referring to FIG. 3, there is illustrated the third embodiment of the fuel cut- indicative of the engine revolution speed;
off control system according to the present invention.
detecting initial application of a brake to produce a third signal;
As in the foregoing first embodiment, the fuel injection timing sensor 510,
producing first, lower and second, higher reference signals
the engine coolant temperature sensor 512 and the engine load sensor 514
respectively having values representative of first, lower and second,
are connected to a fuel injection pulse generator 610 in a fuel injection
upper thresholds;
control unit 60. The fuel injection pulse generator 610 produces a fuel
injection pulse Sp having a pulse width determined on the basis of the fuel producing a fuel cut-off signal to cut-off fuel supply in response to
injection timing signal St, the engine coolant temperature signal Sw and the said first signal;
engine load signal SL.
On the other hand, the fuel injection timing sensor 510 is connected a fuel comparing said second signal value with said first reference signal
cut-off signal generator 614 via a frequency/voltage converter 616. As set value in the presence of said fuel cut-off signal and ceasing to
forth, since the fuel injection timing signal St is produced in synchronism produce said fuel cut-off signal when said second signal value
with the engine revolution and thus the frequency thereof is proportional to becomes less than said first reference signal value;
the engine revolution speed, the output voltage NV of the frequency/voltage
converter 616 is representative of the engine speed. Therefore, the fuel cut- signal value in the absence of said fuel cut-off signal and producing
off signal generator 614 receives the frequency/voltage converter output NV said fuel cut-off signal when said second signal value exceeds said
as an engine speed parameter signal. The engine coolant temperature second reference signal value;
sensor 512 is connected to a reference signal generator 618 to transmit the
engine coolant temperature signal Sw to the latter. The reference signal comparing said second signal value with said first reference signal
value in the absence of said fuel cut-off signal and in the presence of
generator 618 produces a fuel recovery reference signal Nf representative of
said third signal and producing said fuel cut-off signal in response to
a fuel recovery threshold engine speed and a fuel cut-off reference signal Nc
said third signal when said second signal value exceeds said first
representative of a fuel cut-off threshold engine speed. The values of the reference signal value; and
fuel recovery reference signal Nf and the fuel cut-off reference signal Nc are
adjusted in accordance with the engine coolant temperature signal value. shifting an automatic power transmission to a lower gear ratio in
response to said third signal.
The fuel cut-off signal generator 614 is further connected to a deceleration
signal generator 70. The deceleration signal generator 70 is, in turn, 19. In a fuel injection control system for detecting control parameters
connected to an accelerator pedal switch 516 which is turned ON to and producing a fuel injection pulse with a duty cycle corresponding to a
produce a HIGH-level accelerator signal SI indicative of engine deceleration determined fuel injection amount and outputting said fuel injection pulse
in synchronism with the engine revolution,
or coasting while an accelerator pedal (not shown) is released, as set forth
previously. Also, the deceleration signal generator 70 is connected to a a method for controlling fuel cut-off comprising:
brake sensor 518 which comprises a brake fluid pressure sensor or a brake
pedal switch, for example. The brake sensor 18 is adapted to produce a detecting whether a throttle valve angular position is smaller than a
HIGH-level brake signal SB as long as a brake (not shown) is applied. predetermined open angle and producing a first signal in response
thereto;
As shown in FIG. 3, the deceleration signal generator 70 comprises a delay
circuit 702, a monostable multivibrator 704 and an AND gate 706. Similarly producing an engine speed dependent signal having a value variable
to the foregoing first embodiment, the monostable multivibrator 704 is depending upon the engine revolution speed;
adapted to normally output the HIGH-level signal SM and to output the LOW-
level signal in response to the rising edge of the input from the delay circuit dependent signal value and producing a second signal having a value
702. The monostable multivibrator 704 outputs the LOW-level signal SM for indicative of the engine revolution speed;
a given period of time and the given period terminates, resets to output the detecting initial application of a brake and producing a third signal in
HIGH level signal. One of the input terminals of the AND gate 706 is response thereto;
connected to the accelerator pedal signal 516 to receive the HIGH-level
accelerator signal SI while the accelerator pedal is released and thus the interrupting said first signal for a given period of time in response to
said third signal;
throttle valve is fully closed. Therefore, as long as the monostable
multivibrator 704 continues to output the HIGH level signal SM, the AND producing first, lower and second, higher reference signals
gate 706 is opened to perform the fuel cut-off if the engine speed respectively having values representative of first, lower and second,
represented by the frequency/voltage converter signal value Nv is greater upper thresholds;
than the fuel recovery reference signal value Nf from the reference signal
producing a fuel cut-off signal to cut-off fuel supply as long as said
generator 608. first signal is present and said second signal value exceeds said first
reference signal value;
As set forth with respect to the foregoing first embodiment, the fuel cut-off
signal generator 614 responds to engine speed equal to or less than the fuel
recovery engine speed to turn the fuel cut-off signal level from HIGH level to
value in the presence of said fuel cut-off state and ceasing
LOW level to resume fuel injection. At the same time, the reference signal to
production of said fuel cut-off signal when said second signal value
be compared to the frequency/voltage converter output Nv is switched from
becomes less than said first reference signal value;
the fuel recovery reference signal Nf to the fuel cut-off signal Nc. The fuel
cut-off signal generator 614 carries out the fuel cut off operation again
signal value in the absence of said fuel cut-off signal and producing
when resumption of the fuel injection caused the engine speed to
said fuel cut-off signal when said second signal value exceeds said
accelerate to a level exceeding the fuel cut-off engine speed, as set forth
second reference signal value;
previously. At this time, the reference signal is again switched from the fuel
cut-off reference signal to the fuel recovery reference signal.
As in the foregoing first embodiment, the fuel cut-off signal generator 614 is value in the absence of the fuel cut-off signal in response to said
responsive to the LOW level signal SG which is produced after the brake third signal when said second signal value exceeds said first
reference signal value; and
pedal is depressed, and thus the brake sensor 518 produces the brake
signal SB, given the condition that the engine speed is above the fuel shifting an automatic power transmission to a lower gear ratio in
recovery engine speed. response to said third signal.
In this embodiment, the monostable multivibrator 704 changes its output 20. The method as set forth in any one of claims 16 to 19,
signal level from HIGH level to LOW level at a specific time after the wherein said third signal is maintained even when the brake is
application of brake as determined by the delay circuit 702. released, as long as engine deceleration continues.
In addition, the brake sensor 518 is connected to a drive signal generator 21. The method as set forth in claim 16 or 18, which further
90. The drive signal generator 90 is, in turn, connected to the down-shifting comprises the step of comparing said second signal value with
actuator 92 of an automatic power transmission 94. The drive signal said first reference signal value to produce an enabling signal for
generator 90 produces a drive signal SA in response to the HIGH-level brake enabling said step of comparing in the presence of said third
signal SB. The drive signal SA is outputted to the down-shifting actuator 92 signal when said second signal value exceeds said first reference
signal value.
to activate the latter to shift the transmission into the adjacent lower gear.
22. The method as set forth in claim 17 or 19, which further

The down-shifting actuator 92 may comprise a kick-down actuator in the
comprises the step of comparing said second signal value with
automatic power transmission. Such a kick-down actuator is normally
said first reference signal value to produce an enabling signal for
responsive to an acceleration signal produced by an accelerator switch
enabling said interruption of said first signal when said second
installed near an accelerator pedal and responsive to depression of the
signal value exceeds said first reference signal value.
accelerator pedal beyond a predetermined position. U.S. Pat. No. 3,495,481
to Koichi OHIE et al, issued on Feb. 17, 1970 discloses an Automatic Speed
23. The method as set forth in claim 21, wherein said step of
Change Gear Control Device for Use in an Automobile. In this device, a
comparing in the presence of said third signal is performed after
solenoid down-shifting valve has been disclosed. As set forth therein, the
a given delay time after production of said third signal.
solenoid down-shifting valve is operable by a switch sensitive to depression
of the accelerator pedal. U.S. Pat. No. 3,587,353 to Tetsuya IIJIMA, issued 24. The method as set forth in claim 22, wherein said interruption
on June 28, 1971 also discloses a Hydraulic Control System for an of said first signal in response to said third signal is performed
Automatic Transmission Mechanism with a kickdown valve operated by a after a given delay time after production of said third signal.
solenoid responsive to a signal produced when the accelerator pedal is
depressed beyond the predetermined magnitude. The disclosures of the 25. The method as set forth in any one of claims 16 to 19, which
above-mentioned United States Patents are incorporated by reference. further comprises the step of detecting engine coolant
temperature to produce an engine coolant temperature signal
In the shown embodiment, the drive signal generator 90 may be connected having a value proportional to said engine coolant temperature,
the down-shifting actuator for electromagnetically operating the kickdown and said first and second reference signal values are adjusted in
valve via an OR gate or an appropriate gate circuit to which the accelerator accordance with said engine coolant temperature signal value.
pedal switch will be also connected.
26. A fuel cut-off control method for an internal combustion engine in an
The operation of the fuel cut-off control system in FIG. 3 will be explained automotive vehicle with a fuel injection system which performs fuel
herebelow with reference to the timing chart of FIG. 4. injection into the engine and which ceases to perform fuel injection in
the presence of a fuel cut-off signal SC, the method comprising the steps
Assuming the accelerator pedal is released at a time t1 in order to
of:
decelerate or coast, the accelerator pedal switch 510 is turned ON to
produce the HIGH level accelerator signal SI. Thereafter, at a time t2, the (a) deriving the revolution speed of the engine;
brake is applied for further deceleration or for down-shifting the automatic (b) producing a deceleration signal when engine operating conditions
power transmission to the adjacent lower gear, and simultaneously the are conducive to engine braking;
brake sensor 518 outputs the HIGH level brake signal SB in response
(c) comparing the measured engine speed to a first threshold speed;
thereto. The drive signal generator 90 is responsive to the brake signal SB to
produce the drive signal SA which energizes the down-shifting actuator 92 (d) producing the fuel cut-off signal when the measured engine
of the automatic power transmission 94. As a result, the down-shifting valve speed is below the first threshold speed and the deceleration signal
is operated to forcingly shift the transmission into the adjacent lower gear. is produced;
On the other hand, at the time t1, the accelerator signal SI is fed to the AND (e) comparing the measured engine speed to a second threshold
speed lower than the first threshold speed;
gate 706. Since the monostable multivibrator 704 outputs the HIGH level
signal SM in the absence of the brake signal SB, the AND gate 706 opens in
(f) preventing production of the deceleration signal, so as to allow
response to the accelerator signal SI. The fuel cut-off signal generator 614 the fuel injection system to resume fuel injection, when the
is responsive to the multivibrator signal SG to feed the fuel cut-off signal SC measured engine speed is below the second threshold speed;
to the fuel injection pulse generator 610 in order to disable the latter, at the
the step of producing the deceleration signal comprising the steps of
time t1. At a time t3 which is a period of delay time ta after application of the
monitoring the state of engine load and vehicle braking and
brake at time t2, the brake signal SB is applied to the monostable producing the deceleration signal when the vehicle is in a
multivibrator 704 to change its output level from HIGH to LOW for the given substantially no engine load state and no vehicle braking state.
period tb. In response to the LOW-level signal SM, the AND gate 706 is
27. The fuel cut-off control method of claim 26, wherein the
closed to feed the LOW-level signal SG to the fuel cut-off signal generator
engine is equipped with an automatic power transmission and
614, at time t3. Since the AND gate 706 remains closed for the period tb
further comprising the step of shifting the automatic
determined by the monostable multivibrator, the fuel cut-off signal generator transmission into the next lower gear when the vehicle operator
614 ceases to output the fuel cut-off signal Sc for the period tb. At a time t4 requests vehicle braking.
at the end of the period tb, the signal SM returns to the HIGH level to open
28. The fuel cut-off control method of either of claims 26 or 27,
the AND gate 706. The fuel cut-off signal generator 614 is responsive to the
further comprising the steps of measuring engine temperature
HIGH level signal SG to resume output of the fuel cut-off signal Sc.
and adjusting the first and second threshold speeds in
accordance with the measured engine temperature.
The fuel cut-off signal generator 614 compares the frequency/voltage
converter output Nv with the fuel recovery reference signal Sf in response to 29. The fuel cut-off control method of either of claims 26 or 27,
the accelerator signal SI as long as the frequency/voltage converter output further comprising the step of producing the deceleration signal
value Nv is greater than the fuel recovery reference signal value Nf. If the SG within a predetermined period of time after the vehicle
frequency/voltage converter output Nv becomes equal to or less than the operator requests vehicle braking when the vehicle operator
fuel recovery reference signal Nf, the fuel cut-off signal generator 614 requests substantially no engine load.
ceases to output the HIGH-level fuel cut-off signal Sc in order to allow fuel 30. The fuel cut-off control method of either of claims 26 or 27,
injection. In response to cessation of the fuel cut-off, the fuel cut-off signal wherein after the deceleration signal SG has been initially
generator 614 switches the reference signal from the fuel recovery produced, the deceleration signal SG is continuously produced as
reference signal Nf to the fuel cut-off reference signal Nc as long as the
long as the vehicle operator requests substantially no engine
frequency/voltage converter output value Nv remains lower than the fuel load.
cut-off reference signal Nc.
31. The fuel cut-off method of either of claims 26 or 27, wherein
When the brake is applied at a time t2 and therefor the AND gate is closed said step of monitoring engine load requested by the vehicle
for the period tb starting at a time t3 after delay time ta from the time t2, the operator comprises the step of detecting the position of an
accelerator pedal of the engine and recognizing that the vehicle
fuel cut-off signal generator switches the reference signal to be compared
operator requests substantially no engine load when the
to the frequency/voltage converter output Nv from the fuel cut-off reference
accelerator pedal is in a released position.
signal Nc to the fuel recovery reference signal Nf, as set forth with respect
to the foregoing first embodiment. 32. The fuel cut-off method of either of claims 26 or 27, wherein
said step of monitoring engine load requested by the vehicle
With respect to the downshifting operation in the automatic power operator comprises the step of detecting the position of a throttle
transmission, incorporation of the disclosure is made for the disclosure of valve of the engine and recognizing that the vehicle operator
European Patent Publication No. 0,045,962, published on Feb. 17, 1982 by requests substantially no engine load when the throttle valve is
reference thereto now U.S. Pat. No. 4,371,050 in the patent, there is substantially closed.
disclosed a Control Method and System for Automatic Transmission in
which the automatic power transmission gear position is changed from one 33. A fuel cut-off control system for an internal combustion engine in an
position to the adjacent lower gear position by the kick-down solenoid valve automotive vehicle equipped with automatic power transmission and a
in response to depression of the brake pedal. fuel injection system, which can be selectably disabled by a fuel cut-off
signal, the system comprising:
It will be appreciated that, for fuel cut-off control for the fuel injection
internal combustion engine equipped with an automatic power (a) a first sensor producing an engine speed related signal having
transmission, the fuel recovery threshold for resuming fuel supply will be set value variable depending upon engine speed and deriving engine
to an engine speed of about 1,250 r.p.m. for normal engine operating revolution speed on the basis of said engine speed related signal
conditions. If the engine speed drops below 1,000 r.p.m., the engine may values for outputting an engine speed signal indicative thereof;
stall even if the fuel supply is resumed. Alternatively, the fuel cut-off
(b) a brake sensor for monitoring the vehicle brake system and
threshold for normal engine operating condition will be set to an engine
outputting a brake signal when the vehicle brakes are actuated by the
speed of about 2,200 r.p.m. Therefore, when the vehicle is coasting or
performing engine braking, the engine speed drops to the fuel recovery vehicle operator;
threshold with the fuel cut-off and then increases to the fuel cut-off
threshold again after resumption of the fuel supply, when the engine speed (c) an accelerator pedal switch associated with an accelerator pedal
has dropped below the fuel recovery threshold. of the vehicle for outputting a coasting signal when the accelerator
pedal is in a released position corresponding to substantially no load
Assuming the engine speed at the time t2 of the timing chart of FIG. 4 is in demand on the engine;
the range between the fuel cut-off threshold and the fuel recovery threshold
(d) a deceleration signal generator responsive to the coasting signal,
after having dropped to the fuel recovery threshold to re-initiate fuel supply,
and said deceleration signal generator being responsive to the brake
the engine speed increases due to resumption of the fuel supply to the fuel
signal for outputting a deceleration signal irrespective of the
cut-off threshold. In this case, the fuel cut-off signal generator compares the
coasting signal;
engine speed with the fuel cut-off engine speed, e.g., 2,200 r.p.m. In
response to application of brake at the time t2, the transmission gear is (e) a fuel cut-off means responsive to the engine speed signal and
shifted into a lower gear ratio to increase the engine speed after a response the deceleration signal for starting to output the fuel cut-off signal
delay in the transmission hydraulic circuit approximately corresponding to when the engine speed signal level exceeds a first threshold level
the delay time ta. Under these engine conditions, the fuel cut-off can be and the deceleration is present and continuing to output the fuel cut-
performed to converse fuel without danger of engine stalling. Therefore, in off signal as long as the deceleration signal is present and the engine
response to application of the brake, the fuel supply is again cut-off until the speed signal level exceeds a second threshold level representing a
engine speed drops to the fuel recovery threshold. lower engine speed than the first threshold level.
It should be noted that although the down-shifting of the transmission gear 34. The system of claim 33, further comprising an engine
has been described only to the adjacent lower gear position, it would be temperature sensor for outputting a temperature signal Sw
possible to carry out down-shifting to the further lower gear position indicative of engine temperature, and means responsive to the
depending on the engine speed. Furthermore, it should be noted that the temperature signal for adjusting the first and second threshold
delay time provided by the delay circuit 702 is intended to match the lag levels in accordance with engine temperature as indicated by the
time of the down-shifting operation of the automatic transmission due to temperature signal.
response lag in the hydraulic circuit. In this regard, the delay time can be
adjusted depending on the engine speed at the application of the brake, 35. The system of claim 34, further comprising means responsive
since the lag time may vary depending on the engine speed. to the brake signal for shifting the automatic transmission into
the next lower gear.
As described hereabove, according to the shown second embodiment, after
the accelerator pedal is released, the engine speed can be increased by 36. The system of claim 34, further comprising means for
down-shifting the automatic transmission gear position in response to the delaying the output of the brake signal by a predetermined period
application of the brake. In this way, the engine speed will remain above the of time.
fuel recovery threshold for longer than in the conventional fuel cut-off
control to prolong the period during which fuel is cut off in order to improve 37. The system of claim 35, further comprising means for
fuel economy. delaying the output of the brake signal for a period of time
approximating the response time of said shifting means.
FIGS. 5 to 8 respectively show modifications of the foregoing second
embodiment of the fuel cut-off control system according to the present 38. The system of any one of claims 33 to 37, wherein the
invention. In FIG. 5, the brake sensor 518 is connected to a SET input deceleration signal generator comprises in part an R-S-type flip-
terminal S of a flip-flop 520. A RESET input terminal R of the flip-flop 520 is flop circuit, the set input terminal of which receives the brake
connected to the accelerator pedal sensor 516. The Q-output terminal of the signal and the reset input terminal of which receives the coasting
flip-flop 520 is, in turn, connected to the drive signal generator 90. signal, a monostable multivibrator responsive to the change from
low level to high level of the output of Q-output terminal of said
The flip-flop 520 is adapted to be set in response to the rising edge of the
flip-flop to output a low-level signal for a predetermined period of
brake signal SB to produce a HIGH-level flip-flop signal. On the other hand,
time, and an AND gate receiving as inputs the coasting signal and
the flip-flop 520 is reset in response to the trailing edge on the HIGH level the output of said multivibrator, the deceleration signal being
accelerator signal SI to change its output signal level from HIGH to LOW. derived from the output terminal of said AND gate.
Therefore, the flip-flop 520 remains SET as long as the accelerator signal ST
39. The system of claim 38, wherein the deceleration signal
remains HIGH once it is set by the brake signal. The output signal of the flip-
generator further comprises an OR gate receiving as inputs the
flop 520 is fed to the drive signal generator 90 to cause down-shifting by
output of said multivibrator and the fuel cut-off signal and the
energizing the down-shifting actuator 92 of the automatic transmission for
output of which is inputted to said AND gate.
as long as the flip-flop remains SET. The Q-output terminal of the flip-flop
520 is also connected to the deceleration signal generator 70 which has
substantially the same circuitry as shown in FIG. 3.
According to this modification, once the brake is applied to set the flip-flop
520 and thus cause the down shifting of the automatic transmission gear,
the flip-flop 520 remains SET until the accelerator pedal is depressed and
thus it is reset. Therefore, once the brake pedal is depressed, the
transmission if remains in its down-shifted gear even if the brake pedal is
released.
FIG. 6 shows another modification of the fuel cut-off control system of FIG.
3. In this modification, the flip-flop 520 is inserted between the brake sensor
518, the accelerator pedal sensor 516 and the drive signal generator 90 and
the delay circuit 702 of the deceleration signal generator 70, similarly to the
foregoing first modification shown in FIG. 5. The monostable multivibrator
704 is connected to the AND gate 706 via an OR gate 708. To the OR gate
708, the fuel cut-off signal generator in the fuel injection control unit 60 is
also connected to supply the fuel cut-off signal SC.
In this construction, even when the brake is applied and thereby the output
level of the monostable multivibrator 704 changes from HIGH level to LOW
level, the AND gate 706 receives a HIGH-level input from the OR gate so that
it will continue to output a HIGH-level signal as long as the engine speed
remains above the fuel recovery threshold and thus the fuel cut-off signal is
produced. As a result, the fuel supply will not resume in response to
application of the brake while the engine speed is above the fuel recovery
threshold, so that the fuel cut-off period is prolonged.
When the engine speed drops to a level equal to or below the fuel recovery
threshold, the fuel cut-off signal goes LOW. At this time, the fuel cut-off
signal generator switches the reference signal from the fuel recovery
reference signal Nf to the fuel cut-off reference signal NC. While the fuel cut-
off signal SC remains LOW and the monostable multivibrator 704 produces
a LOW-level signal SM, the AND gate 706 outputs a LOW-level signal SG. As a
result, the fuel cut-off signal generator stops outputting the fuel cut-off
signal SC in order to resume fuel supply to the engine and switches the
reference signal from the fuel cut-off reference signal NC to the fuel
recovery reference signal Nf.
FIG. 7 shows another modification of the fuel cut-off control system of FIG.
3. In this modification, the brake sensor 518 is connected to one of the input
terminals of an AND gate 522, the output terminal of which is, in turn,
connected to the SET input terminal S of the flip-flop 520. The other input
terminal of the AND gate is connected to the output terminal of a
comparator 524 which receives as inputs the frequency/voltage converter
output Nv representative of the engine speed and a fuel recovery reference
signal Nf. The comparator 524 is adapted to produce a HIGH level
comparator signal as long as the frequency/voltage converter output Nv is
greater than the fuel recovery reference signal value Nf. Therefore, the flip-
flop 520 is set in response to the brake signal SB only when the HIGH level
comparator signal is present. The Q-output terminal of the flip-flop 520 is
connected to one of the input terminal of an AND gate 712, the other input
terminal of which is, in turn, connected to a comparator 714. Similar to the
comparator 524, the comparator 714 receives the frequency/voltage
converter output value Nv and the fuel recovery reference signal value Nf
and produces a HIGH level comparator signal when the value Nv is greater
than the value Nf. The AND gate 712 outputs a HIGH-level signal in
response to the HIGH level flip-flop signal from the flip-flop 520 and the
HIGH-level comparator signal. The HIGH-level AND-gate output thus
produced is supplied to the monostable multivibrator 704. The monostable
multivibrator 704 has the same function as set forth with respect to the
second embodiment of FIG. 3, i.e., the output level of the monostable
multivibrator 704 is responsive to the HIGH level AND-gate signal to change
from HIGH level to LOW level. The LOW level signal SM from the monostable
multivibrator 704 is applied to the AND gate 706 via the OR gate 708. The
other input terminal of the OR gate 708 is connected to the fuel cut-off
signal generator in the fuel injection control unit 60. Therefore, the output of
the OR gate 708 goes LOW when the fuel cut-off signal is not outputted and
the monostable multivibrator 704 outputs a LOW-level signal SM. In other
words, the AND gate 706 is closed when fuel supply is resumed after the
engine speed has dropped below the fuel recovery reference speed and the
brake is applied.
According to this embodiment, the drive signal generator 90 produces the

drive signal to cause down-shifting of the transmission gear position in
response to application of the brake while the engine speed exceeds the
fuel recovery speed. In response to down-shifting of the transmission gear,
the engine speed is increased to prolong the period in which the engine
speed remains above the fuel recovery engine speed.
FIG. 8 shows yet another modification of the second embodiment of FIG. 3.
In this modification, the flip-flop 520 is connected to the monostable
multivibrator 704 via the delay circuit 702 instead of the AND gate 712 in the
embodiment of FIG. 7. Since the flip-flop 520 is set in response to a HIGH-
level signal of the AND gate 522 which is outputted when the comparator
signal and the brake signal are both HIGH, the deceleration signal generator
70 will function similarly to the foregoing FIG. 7 except for the additional
delay in the change of the output signal level of the AND gate 706 from
HIGH level to LOW level.
Therefore, substantially the same effect can be obtained as in the foregoing

modification of FIG. 7. In addition, according to the present invention, by
providing the additional delay, the timing of switching the reference signal
from the fuel cut-off reference signal to the fuel recovery reference signal
will match the timing of the down shifting of the transmission gear including
the response lag of the hydraulic circuit.
While the present invention has been illustrated in detail with respect to the
specific embodiments, the invention can be embodied otherwise and
embodied in many ways without departing from the principle of the
invention. Therefore, the present invention should be understood to include
all of the possible modifications and embodiments which employ the gist of
the invention.
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Priority And Related Applications
Priority Applications (4)
Application Priority date Filing date Title
JP56-154755 1981-10-01
JP56154755A 1981-10-01 1981-10-01
JP56160313A 1981-10-09 1981-10-09
JP56-160313 1981-10-09
Legal Events
Date Code Title Description
1982-09-21 AS Assignment Owner name: NISSAN MOTOR COMPANY, LIMITED; 2, TAKARA-CHO, KANA
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:SUZUKI,

TADASHI;MORIMOTO, YOSHIRO;HAMADA, HIDEO;AND
OTHERS;REEL/FRAME:004046/0674
Effective date: 19820902
1989-04-04 REMI Maintenance fee reminder mailed
1989-09-03 LAPS Lapse for failure to pay maintenance fees
1989-11-21 FP Expired due to failure to pay maintenance fee Effective date: 19890903
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Images (7) Worldwide applications

Application US06/420,951 events

1981-10-01 Priority to JP56-154755

1982-09-21 Application ﬁled by Nissan Motor Co Ltd

1985-09-03 Publication of US4539643A

1985-09-03 Application granted

Info: Patent citations (13), Cited by (42), Legal events,

External links: USPTO, USPTO Assignment, Espacenet,

Description Claims (39)

BACKGROUND OF THE INVENTION What is claimed is:

22. The method as set forth in claim 17 or 19, which further

According to this embodiment, the drive signal generator 90 produces the

Therefore, substantially the same effect can be obtained as in the foregoing

Patent Citations (13)

Publication number Priority date Publication date Assignee Title

US4371050A * 1979-02-16 1983-02-01 Nissan Motor Fuel-cut control apparatus

US4416230A * 1981-08-19 1983-11-22 Nissan Motor Engine control apparatus

US4421082A * 1981-08-19 1983-12-20 Nissan Motor Engine control apparatus

US4449495A * 1980-07-05 1984-05-22 Volkswagenwerk Engine with automatic cut-off device

Family To Family Citations

Publication number Priority date Publication date Assignee Title

US4648290A * 1984-07-23 1987-03-10 Eaton Corporation Semi-automatic mechanical transmission control

US4965730A * 1987-10-30 1990-10-23 Diesel Kiki Co., Vehicle-running control system

US5091857A * 1987-07-16 1992-02-25 Nissan Motor Driving force control system

US20110098907A1 * 2008-06-23 2011-04-28 Nissan Motor Co., Engine control device

Family To Family Citations

* Cited by examiner, † Cited by third party, ‡ Family to family citation

Publication Publication Date Title

US4653621A 1987-03-31 Control system for automatic clutch

US5879266A 1999-03-09 Control system for internal combustion engines

US5131293A 1992-07-21 Motor vehicle having an automatically shifting transmission

US5405301A 1995-04-11 Automatic transmission control system

US5097725A 1992-03-24 Shift control system for automatic transmissions

US5478293A 1995-12-26 Automatic transmission control system for motor vehicle

US5141089A 1992-08-25 System for controlling coupling force of a ﬂuid coupling

US6182002B1 2001-01-30 Vehicle acceleration based traction control

US4703304A 1987-10-27 Shift indicator system for vehicle

US5730680A 1998-03-24 Continuously variable transmission control method and apparatus

US4253437A 1981-03-03 Fuel control means for internal combustion engines

Priority And Related Applications

Priority Applications (4)

Application Priority date Filing date Title

JP56154755A 1981-10-01 1981-10-01

JP56160313A 1981-10-09 1981-10-09

Date Code Title Description

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:SUZUKI,

Effective date: 19820902

1989-04-04 REMI Maintenance fee reminder mailed

1989-09-03 LAPS Lapse for failure to pay maintenance fees

Data provided by IFI CLAIMS Patent Services

About Send Feedback Public Datasets Terms Privacy Policy

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