CN104975968B - The fuel injection controller of engine - Google Patents
The fuel injection controller of engine Download PDFInfo
- Publication number
- CN104975968B CN104975968B CN201510170332.9A CN201510170332A CN104975968B CN 104975968 B CN104975968 B CN 104975968B CN 201510170332 A CN201510170332 A CN 201510170332A CN 104975968 B CN104975968 B CN 104975968B
- Authority
- CN
- China
- Prior art keywords
- isc
- air inflow
- engine
- flows
- valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The present invention provides a kind of fuel injection controller of engine, and it uses α-N modes, and more precisely presumption will be directed to the air inflow in combustion chamber, and fuel injection amount is suitably controlled according to the air inflow of the presumption.Electronic-controlled installation ECU (20) estimates air inflow Ga according to throttle opening TA and engine speed NE, and injector (4) is controlled according to the fuel injection amount TAU calculated from the Ga.ECU (20) carries out following operation when engine is operated：The current ISC flows relative to current ISC controlled quentity controlled variables are obtained with reference to ISC discharge characteristic data, the 1st air inflow GaA corresponding with TA and NE when obtaining ISC flows as minimum value is mapped with reference to the 1st air inflow, the 2nd air inflow GaB corresponding with TA and NE when obtaining ISC flows as maximum is mapped with reference to the 2nd air inflow, enter row interpolation according between the maximum of current ISC flows and ISC flows and the relation pair GaA and GaB of minimum value, so as to estimate current Ga.
Description
Technical field
The present invention relates to a kind of fuel injection controller for being used to control to be fed into the fuel injection amount of engine.
In detail, it is to be related to a kind of be configured to without using air inflow detection part according to the throttle opening and hair detected respectively
Motivation estimating rotation speed is inhaled into the air inflow of engine, the engine of fuel injection amount is controlled according to the air inflow of the presumption
Fuel injection controller.
Background technology
In the past, in this technology, generally the air inflow and engine speed that are inhaled into engine are regard as parameter meter
Substantially fuel emitted dose is calculated, the substantially fuel emitted dose is corrected using various correction terms, so as to calculate final fuel spray
The amount of penetrating.Here, in order to obtain air inflow, being known to such so-called α-N modes：Without using air inflows such as mass air flow sensor
Detection part, and detect the aperture (throttle opening) for the throttler valve being arranged on the intake channel of engine respectively and start
Machine rotating speed, air inflow is estimated according to these throttle openings and engine speed.By using α-N modes, simplification is sought to start
Machine system, results in the advantages of cost is reduced.The fuel injection amount control of this α-N modes is taken as, for example, is known to
Technology described in following patent documents 1~3.Here, having recorded such content in patent document 1：In α-N modes
In, throttle opening is critically important as the factor of decision air inflow, between the air inflow of presumption and the air inflow of reality
When producing difference, the air-fuel ratio control of engine deteriorates.Solar term are bypassed in addition, being provided with the engine described in patent document 2
The bypass path of gate valve, is provided with for the isc valve for controlling the idling speed of engine and being opened and closed on the bypass path.
In addition, in the operation controller of the internal combustion engine described in patent document 3, being turned according to throttle opening and engine
Speed presumption is pushed away by the air capacity (throttle flow) of throttler valve according to the current value flowed in the magnet coil of isc valve
The air capacity (ISC flows) flowed in bypass path is scheduled on, by the way that these throttle flows and ISC flow phases Calais are estimated into quilt
The air inflow importeding into the combustion chamber of engine, fuel injection amount is calculated according to the air inflow.
On the other hand, in the intake channel of engine, deposit is attached on inwall and constriction flow path area sometimes,
Sometimes also can adventitious deposit on throttler valve, isc valve.In addition, the adhesion amount of deposit through when increased situation be many
Well known.If so deposit is attached in gas handling system, can turn into air flow obstacle, therefore, it is difficult to it is untouched not
The air inflow for maintaining product initial dynamicly.Therefore, one kind is proposed in following patent documents 4 it can be considered that throttler valve side
The idling rotation of engine charge control with the attachment state of the deposit of isc valve side when accurately carrying out idle running
Control device.In the apparatus, electronic-controlled installation (ECU) study deposit, which is attached to, is configured with throttler valve and isc valve
The attachment state of gas handling system is gone forward side by side traveling gas control system.In detail, ECU distinguishes attached for the deposit that confirms throttler valve side
1st learning region of the amount of wearing and the 2nd learning region of deposit adhesion amount for confirming isc valve side and learnt.Thus,
Confirm the characteristic (loss property) of the loss flow as the difference of the initial air inflow of product and true air inflow, the loss is special
Property apply flexibly when idle running air inlet control.In the apparatus, using mass air flow sensor detect the initial air inflow of product and
True air inflow afterwards.
Prior art literature
Patent document
Patent document 1：Japanese Unexamined Patent Publication 5-10170 publications
Patent document 2：Japanese Unexamined Patent Publication 2001-140680 publications
Patent document 3：Japanese Unexamined Patent Application 63-183247 publications
Patent document 4：Japanese Unexamined Patent Publication 2007-321661 publications
The content of the invention
Problems to be solved by the invention
In addition, in the operation controller described in patent document 3, the electricity flowed in the magnet coil of isc valve
Flow valuve is constant, i.e. the constant opening degree of isc valve, sometimes also due to the aperture of throttler valve changes and throttle valve valve downstream
Pressure changes, so that ISC flows change.Even if in addition, the constant opening degree of throttler valve, sometimes also due to ISC
The aperture of valve changes and the pressure in throttle valve valve downstream changes, so that the air capacity flowed in throttler valve
Change.But, in the operation controller, simply by the section that will be estimated according to throttle opening and engine speed
Valve flow is added with the ISC flows estimated according to the current value flowed in the magnet coil of isc valve and calculates and be imported into
Air inflow into combustion chamber, therefore, it is not intended that the ISC produced relative to the aperture change of throttler valve or isc valve
The change of flow or throttle flow, as a result, be possible to that the air inflow being directed in combustion chamber can not be estimated exactly,
The fuel injection amount of engine can not be controlled to be fed into exactly.
On the other hand, it is considered to by learn deposit attachment state go forward side by side traveling gas control technology be also applied to use
The engine of α-N modes.But, it is impossible to it will be configured to detect that the device of the patent document 4 of air inflow is former using mass air flow sensor
Envelope is fixedly applied to the α-N modes without using the air inflow detection part such as mass air flow sensor.Therefore, for using α-N sides
The engine of formula is also desirable that while learning the attachment state that deposit is attached to the gas handling system for being configured with throttler valve and isc valve
While presumption air inflow, makes the air inflow be reflected in fuel injection amount control.
The present invention be in view of the situation and complete, its object is to provide a kind of fuel spray of such engine
Penetrate amount control device：, can in possessing the gas handling system comprising throttler valve and isc valve and the engine using α-N modes
More precisely presumption is directed to the air inflow in combustion chamber, and fuel injection is suitably controlled according to the air inflow of the presumption
Amount.In addition, the present invention is in addition to the purpose, its another purpose is to provide a kind of fuel injection of such engine
Amount control device：The attachment state for having reflected that deposit is attached to the gas handling system comprising throttler valve and isc valve can be estimated
More accurately air inflow, fuel injection amount is more suitably controlled according to the air inflow of the presumption.
The solution used to solve the problem
In order to reach the purpose, the invention described in technical scheme 1 is a kind of fuel injection controller of engine,
It includes：Intake channel, its combustion chamber for being used for engine imports air inlet；Throttler valve, it is used to adjust in intake channel
Inlet air flow；Bypass path, it is arranged on intake channel in the way of bypassing throttler valve；Isc valve, it is used to adjust bypass
Inlet air flow in path；Fuel injection component, it is used to supply fuel to engine spray；Opening degree detection part, it is used to examine
Survey the aperture of throttler valve；Rotating speed measring part, it is used for the rotating speed for detecting engine；And control unit, it is according to detection
The estimating rotation speed of the aperture of the throttler valve gone out and the engine detected is directed to the air inflow in combustion chamber, is pushed away according to this
Fixed air inflow calculates fuel injection amount, and the fuel injection amount calculated according to this controls fuel injection component, the engine
The purport of fuel injection controller is that control unit possesses：ISC discharge characteristic data, it has preset air throttle
Relation between ISC flows and the aperture of isc valve that valve flows when turning into fully closed in bypass path；The maximum of ISC flows
And minimum value, it is pre-set；1st air inflow maps, when it has preset ISC flows as minimum value, quilt
The relation importeding between the 1st air inflow and the aperture of throttler valve and the rotating speed of engine in combustion chamber；And the 2nd enter
Tolerance maps, the 2nd air inflow when it has preset ISC flows as maximum, being directed in combustion chamber and solar term
Relation between the aperture of gate valve and the rotating speed of engine, control unit carries out following operation when engine is operated：Reference
ISC discharge characteristic data, thus obtain the current ISC flows of the aperture relative to current isc valve, with reference to the 1st air inflow
Mapping, the rotating speed of when thus obtaining ISC flows as minimum value, the aperture with throttler valve and engine it is corresponding the
1 air inflow, with reference to the mapping of the 2nd air inflow, it is when thus obtaining ISC flows as maximum, with the aperture of throttler valve and
The 2nd corresponding air inflow of the rotating speed of engine, according to the maximum and minimum value of current ISC flows and ISC flows it
Between the air inflow of relation pair the 1st and the 2nd air inflow between enter row interpolation, thus estimate current air inflow.
Using the structure of the invention, can according to the rotating speed of the engine now detected and the aperture of throttler valve with
And current ISC flows estimate the air inflow being directed in combustion chamber, pass through the air capacity of throttler valve and by isc valve
Air capacity total air capacity.Here, entering by referring to the 1st of the 1st air inflow when determining that ISC flows turn into minimum value the
Tolerance map and determine ISC flows turn into maximum when the 2nd air inflow the 2nd air inflow mapping, obtain the 1st air inflow and
2nd air inflow.Moreover, passing through the relation pair between the maximum and minimum value according to current ISC flows and ISC flows
Enter row interpolation between 1 air inflow and the 2nd air inflow, estimate the current air inflow corresponding with current ISC flows.Due to
1 air inflow maps and the 2nd air inflow maps and preset the air capacity by throttler valve and the air capacity by isc valve
The relation of total air capacity, therefore, it is possible to accordingly obtain more accurately the 1st air inflow and the 2nd air inflow with ISC flows.
Thus, it is possible to respectively consider isc valve aperture for the influence of the air capacity by throttler valve, the aperture of throttler valve for
The air inflow being directed in combustion chamber is estimated by the influence of the air capacity of isc valve.
In order to reach the purpose, the invention according to technical scheme 1, the purport of the invention described in technical scheme 2 exists
In control unit carries out following operate：In engine idling operation, in order to by the rotational speed regulation of engine be predetermined idling
Rotating speed and feedback control is carried out to isc valve, and learn ISC controlled quentity controlled variables to isc valve now as ISC learning values, in hair
When motivation is operated, with reference to ISC discharge characteristic data, the ISC flow study corresponding with current ISC learning values is thus obtained
Value, current ISC flows are corrected according to current ISC flows learning value, ISC flows after correction are thus calculated, according to correction
Carried out afterwards between the air inflow of relation pair the 1st and the 2nd air inflow between ISC flows and the maximum and minimum value of ISC flows
Interpolation, thus estimates current air inflow.
Using the structure of the invention, in addition to the effect of the invention described in technical scheme 1, by according to reflection year in year out
The current ISC flows learning value of change etc. corrects current ISC flows, calculates ISC flows after correction.Moreover, passing through root
According to the air inflow of relation pair the 1st between ISC flows after correction and the maximum and minimum value of ISC flows and the 2nd air inflow it
Between enter row interpolation, estimate current air inflow.Thus, it is possible to estimate the air inlet system being reflected in comprising throttler valve and isc valve
The air inflow changed year in year out as caused by adhering to etc. deposit in system.
In order to reach the purpose, the invention according to technical scheme 2, the purport of the invention described in technical scheme 3 exists
In in the case of the value that the ISC flows learning value tried to achieve turns into the predetermined scope comprising predetermined a reference value, by ISC
Flow learning value is corrected to predetermined a reference value.
Using the structure of the invention, in addition to the effect of the invention described in technical scheme 2, even if the ISC streams tried to achieve
There is deviation in the predetermined scope comprising predetermined a reference value in amount learning value, can also be corrected to ISC flow learning values pre-
Fixed a reference value, accordingly, it is capable to eliminate the deviation of ISC flow learning values, small variation etc..
The effect of invention
Invention according to technical scheme 1, is possessing the gas handling system comprising throttler valve and isc valve and is using α-N
In the engine of mode, the air inflow being directed in combustion chamber can be more precisely estimated, being capable of entering according to the presumption
Tolerance suitably controls fuel injection amount.
Invention according to technical scheme 2, in addition to the The effect of invention described in technical scheme 1, can be estimated
Reflection deposit is attached to the more accurately air inflow of the attachment state of the gas handling system comprising throttler valve and isc valve, can
Fuel injection amount is more suitably controlled according to the air inflow of the presumption.
Using the invention described in technical scheme 3, in addition to the The effect of invention described in technical scheme 2, it is in engine
In the state of new goods, air inflow can be stably estimated, fuel injection amount can more precisely be controlled based on the air inflow.
Brief description of the drawings
Fig. 1 is related to the 1st embodiment, is the summary construction diagram for representing engine system.
Fig. 2 is related to the 1st embodiment, is to represent the flow chart for estimating the air inflow calculation procedure for calculating air inflow.
Fig. 3 is related to the 1st embodiment, is the chart for representing ISC discharge characteristics.
Fig. 4 is related to the 1st embodiment, is the concept map for representing the mapping of the 1st air inflow.
Fig. 5 is related to the 1st embodiment, is the concept map for representing the mapping of the 2nd air inflow.
Fig. 6 is related to the 1st embodiment, is the flow chart for representing fuel injection amount control program.
Fig. 7 is related to the 2nd embodiment, is the chart of the deviation for the ISC discharge characteristics for representing that product is initial.
Fig. 8 is related to the 2nd embodiment, is the chart changed year in year out for representing ISC discharge characteristics.
Fig. 9 is related to the 2nd embodiment, is the chart of the deviation for the air inlet flow characteristic for representing that product is initial.
Figure 10 is related to the 2nd embodiment, is the chart changed year in year out for representing air inlet flow characteristic.
Figure 11 is related to the 2nd embodiment, is the flow chart for representing air inflow calculation procedure.
Figure 12 is related to the 2nd embodiment, is the chart for representing ISC discharge characteristics.
Figure 13 is related to the 2nd embodiment, is to represent chart of the air fuel ratio learning value relative to the change of learning region.
Figure 14 is related to the 3rd embodiment, is the flow chart for representing air inflow calculation procedure.
Figure 15 is related to the 3rd embodiment, is to join for obtaining relative to the ISC learning correction values of ISC flow learning values
According to correction maps.
Embodiment
The embodiment ＞ of ＜ the 1st
Hereinafter, embody the fuel injection controller of the engine of the present invention the is explained in detail with reference to the accompanying drawings
1 embodiment.
The engine system of present embodiment is represented in Fig. 1 using summary construction diagram.It is mounted in the engine on two wheeler
System possesses the fuel tank 1 for storing fuel.The petrolift 2 being built in fuel tank 1 sprays the fuel being stored in the case 1
Go out.The injector 4 of the example equivalent to fuel injection component of the invention is provided with shuttle singlecylinderengine 3.
The fuel gushed out from petrolift 2 is fed into injector 4 by fuel passage 5.Valve opening is carried out by injector 4, supply comes
Fuel be injected into intake channel 6.Via air purifier 7 intake channel 6 is drawn air into from outside.It is drawn into air inlet
Air in path 6 and the fuel formation combustion mixture come is sprayed from injector 4 and combustion chamber 8 is inhaled into.
The throttler valve 9 using predetermined accelerator (omitting diagram) operation is provided with intake channel 6.By to section
Air valve 9 is opened and closed, and regulation is drawn into the air capacity (air inflow) in combustion chamber 8 from intake channel 6.On intake channel 6
Provided with the bypass path 10 for bypassing throttler valve 9.IAC (isc valve) 11 is provided with bypass path 10.Isc valve 11 is
The idling speed of regulation engine 3 when throttler valve 9 turns into the substantially idle running of full-shut position and be operated.
The spark plug 12 being arranged on combustion chamber 8 receives the ignition signal exported from ignition coil 13 and carries out firing action.
Two parts 12,13 constitute the igniter for being lighted a fire to the combustion mixture for being supplied to combustion chamber 8.It is drawn into combustion chamber
8 combustion mixture is broken out by the firing action of spark plug 12, burning.Discharge gas after burning passes through row from combustion chamber 8
Gas path 14 is discharged to outside.The three-way catalyst 15 for purifying exhaust gas is provided with exhaust channel 14.With combustion
The combustion mixture burning in room 8 is burnt, piston 16 is moved and bent axle 17 rotates, so as to obtain the driving for travelling vehicle
Power.
It is provided with vehicle in order that the ignition switch 18 that engine 3 is started and operated.Being provided with vehicle is used to carry out
The electronic-controlled installation (ECU) 20 of the various controls of engine 3.Connected as the battery 19 of vehicle power by ignition switch 18
It is connected to ECU20.By the way that ignition switch 18 is opened, from battery 19 to ECU20 supply electric powers.
The various sensors 22,23,24,25 being arranged on engine 3 are used to detect related to the operating condition of engine 3
Various operating parameters, be connected respectively with ECU20.That is, the cooling-water temperature sensor 22 being arranged on engine 3 is detected in engine 3
Internal flow cooling water temperature (coolant water temperature) THW, export corresponding with detected value electric signal.It is arranged on engine
Speed probe 23 on 3 detects rotating speed (engine speed) NE of bent axle 17, exports electric signal corresponding with the detected value.Turn
An example of the fast sensor 23 equivalent to the tilt detection component of the present invention.The lambda sensor 24 being arranged on exhaust channel 14 is examined
Oxygen concentration (output voltage) Ox surveyed in the discharge gas being discharged in exhaust channel 14, is exported corresponding with the detected value electric
Signal.Sensed to obtain the air-fuel ratio A/F for the combustion mixture being fed into the combustion chamber 8 of engine 3 using the oxygen
Device 24.The aperture (throttle opening) of throttler valve 9 is detected with the throttle sensor 25 that throttler valve 9 is accordingly set
TA, exports electric signal corresponding with the detected value.One of throttle sensor 25 equivalent to the opening degree detection part of the present invention
Son.
In the present embodiment, ECU20 inputs the various signals that foregoing various sensors 22~25 are exported.ECU20 is
ISC controls, fuel injection amount control and ignition timing control etc. are performed according to these input signals and control isc valve respectively
11st, petrolift 2, injector 4 and ignition coil 13 etc..In the present embodiment, control units of the ECU20 equivalent to the present invention
An example.
It is well known that ECU20 possesses central processing unit (CPU), reads private memory (ROM), random access memory
(RAM), backup RAM, outside input circuit and outside output circuit etc..ECU20 constitute using bus by CPU, ROM, RAM with
And the logical operation circuit that backup RAM is formed by connecting with outside input circuit and outside output circuit etc..ROM is previously stored with
The related predetermined control program of various controls to engine 3.RAM interim storages CPU operation result.Backup RAM is preserved
The data prestored.CPU is according to the detection signals of the various sensors 22~25 inputted by input circuit, according to predetermined
Control program perform foregoing various controls etc..
Here, ignition timing control refers to control the ignition timing of spark plug 12 according to the operating condition of engine 3
And control ignition coil 13.ISC controls refer to carry out feedback control to isc valve 11 when throttler valve 9 is fully closed so that engine
Rotating speed NE turns into predetermined idling speed.
Fuel injection amount control refers to by controlling injector 4 to control to be fed into according to the operating condition of engine 3
The fuel injection amount of engine 3.In the present embodiment, using " α-N modes ", i.e. without using air inflows such as mass air flow sensor
Detection part but detect according to the throttle opening TA detected by throttle sensor 25 and by speed probe 23
Engine speed NE estimates the air inflow Ga for being inhaled into combustion chamber 8.Moreover, being configured to, counted according to the air inflow Ga of the presumption
Fuel injection amount TAU is calculated, the fuel injection amount TAU calculated according to this controls injector 4, starts so as to control to be fed into
The emitted dose of machine 3.
Even if here, the constant opening degree of isc valve 11, sometimes also due to the aperture of throttler valve 9 changes and envoy
The downstream pressure of air valve 9 changes, so that ISC flows change.Even if in addition, the constant opening degree of throttler valve 9, has
When also due to the aperture of isc valve 11 changes and the downstream pressure of throttle valve valve 9 changes so that throttle valve stream
Amount changes.As a result, the air inflow being directed in combustion chamber 8 can not be obtained exactly, it is impossible to control to be supplied exactly
It is given to the fuel injection amount in combustion chamber 8.
Therefore, in the present embodiment, possessing the gas handling system comprising throttler valve and isc valve and using α-N modes
Engine system in, more precisely presumption is directed to the air inflow of combustion chamber 8, and appropriate according to the air inflow of the presumption
Ground controls fuel injection amount.Therefore, ECU20 performs following fuel injection amount control.
Represented in Fig. 2 using flow chart for estimating full air inflow, the i.e. air inflow Ga that calculating is directed in combustion chamber 8
Air inflow calculation procedure.ECU20 periodically carries out the routine shown in Fig. 2 every the scheduled period.Here, " every the expected time of arrival
Between periodically carry out " be meant that, using timer measurement every predetermined time period perform or according to profit
The crank angle signal obtained with speed probe is every predetermined crank shaft angle (such as the exhaust top dead center (TDC) of the engine) cycle
Perform to property.
When processing is transformed into the routine, in step 100, ECU20 is read according to the detected value of speed probe 23 to be started
Machine rotating speed NE.In addition, in step 110, ECU20 reads throttle opening TA according to the detected value of throttle sensor 25.
Then, in the step 120, ECU20 is obtained relative by referring to the ISC discharge characteristics graphically illustrated in figure 3
In current ISC controlled quentity controlled variables y1 ISC flows Y1.In Fig. 3 chart, confirm in advance and determine ISC flows (in bypass path
The air capacity flowed in 10) with ISC controlled quentity controlled variables (to isc valve 11 send command value) relation.In the ISC discharge characteristics,
In the low middle opening amount region that ISC controlled quentity controlled variables turn into small middle degree, the change of ISC flows is slow, and great Cheng is turned into ISC controlled quentity controlled variables
In the high opening amount region of degree, the change of ISC flows is drastically.
Then, in step 130, ECU20 maps by referring to the 1st air inflow, according to the engine speed NE of reading and
The 1st air inflow GaA when throttle opening TA calculates ISC flows for minimum value ISCmin.Represent that the 1st air inflow is reflected in Fig. 4
The concept map penetrated.In the mapping, determine ISC flows for most according to the relation between engine speed NE and throttle opening TA
The 1st air inflow GaA during small value ISCmin.Here, ISC controlled quentity controlled variables when ISC flows are minimum value ISCmin are minimum value α
(reference picture 3).
Then, in step 140, ECU20 maps by referring to the 2nd air inflow, according to the engine speed NE of reading and
The 2nd air inflow GaB when throttle opening TA calculates ISC flows for maximum ISCmax.Represent that the 2nd air inflow is reflected in Fig. 5
The concept map penetrated.In the mapping, determine ISC flows for most according to the relation between engine speed NE and throttle opening TA
The 2nd air inflow GaB during big value ISCmax.Here, ISC controlled quentity controlled variables when ISC flows are maximum ISCmax are maximum β
(reference picture 3).
Moreover, in step 150, ECU20 the process returns to step 100 after air inflow Ga is calculated.ECU20 can
Air inflow Ga is obtained according to following calculating formula (1).
Ga ← GaA+ (GaB-GaA) * (Y1-ISCmin)/(ISCmax-ISCmin) ... (1)
That is, in described calculating formula (1), (GaB-GaA's) is meant that, maximum ISCmax is turned into ISC flows
When turn into minimum value ISCmin according to throttle opening TA and engine speed NE the 2nd air inflow GaB estimated and in ISC flows
When according to throttle opening TA and engine speed NE the 1st air inflow GaA estimated difference (minimax air inflow is poor).
(Y1-ISCmin) (minimum side ISC flows the minimum value ISCmin for being meant that current ISC flow Y1 and ISC flows difference
Amount is poor).In addition, the maximum ISCmax and minimum value ISCmin that are meant that ISC flows of (ISCmax-ISCmin) difference
(minimax ISC difference in flow).Thus, in calculating formula (1), by being flowed according to minimum side ISC difference in flow and minimax ISC
The ratio between amount difference enters row interpolation between the 1st air inflow GaA and the 2nd air inflow GaB, to estimate current air inflow Ga.
Then, the combustion that the air inflow Ga that will be estimated as described above is performed as one of parameter is represented by the use of flow chart in Fig. 6
Expect emitted dose control program.ECU20 periodically carries out the routine shown in Fig. 6 every the scheduled period.
When processing is transformed into the routine, in step 300, ECU20 reads the air inflow Ga of the presumption.
Then, in the step 310, ECU20 reads target air-fuel ratio Taf.For example, ECU20 can be according to the fortune of engine 3
Turn state and separately calculate target air-fuel ratio Taf.
Then, in step 320, ECU20 reads fuel proportion γ.Fuel proportion γ is to preset and be stored in
Value in ECU20 memory.
Then, in a step 330, ECU20 reads injector discharge characteristic Cinj.Injector discharge characteristic Cinj is also
Preset and be stored in the value in ECU20 memory.
Then, in step 340, ECU20 is according to various parameters Ga, Taf, γ, Cinj of reading, in accordance with following calculating
Formula (2) calculates substantially fuel emitted dose bTAU.
BTAU ← Ga/Taf* γ * Cinj ... (2)
Then, in step 350, ECU20 calculates fuel injection amount correction coefficient Cf.For example, ECU20 can be according to cold
But water temperature T HW, oxygen concentration Ox separately calculate fuel injection amount correction coefficient Cf.
Then, in step 360, various parameters bTAU, Cf that ECU20 is calculated according to, in accordance with following calculating
Formula (3) calculates fuel injection amount TAU.
TAU ← bTAU*Cf ... (3)
Then, in step 370, ECU20 according to the fuel injection amount TAU calculated by controlling injector 4, from injection
The spray fuel of device 4.Afterwards, ECU20 the process returns to step 300.
Using the fuel injection controller of the engine of present embodiment described above, according to what is now detected
The ISC flows Y1 presumptions of engine speed NE and throttle opening TA and current (now) are directed to entering in combustion chamber 8
Tolerance Ga, pass through the conjunction of the air capacity (throttle flow) and the air capacity (ISC flows) for passing through isc valve 11 of throttler valve 9
Count air capacity.Here, by referring to the 1st air inflow of the 1st air inflow GaA when determining that ISC flows are minimum value ISCmin
The 2nd air inflow mapping of the 2nd air inflow GaB when ISC flows are maximum ISCmax is mapped and determined, the 1st can be obtained
Air inflow GaA and the 2nd air inflow GaB.Moreover, by the maximum ISCmax according to current ISC flows and ISC flows and
Relation between minimum value ISCmin, to entering row interpolation between the 1st air inflow GaA and the 2nd air inflow GaB, can be estimated with working as
The corresponding current air inflow Ga of preceding ISC flows.Because the mapping of the 1st air inflow and the mapping of the 2nd air inflow are preset
The throttle flow corresponding with engine speed NE and throttle opening TA and the relation of total air capacity of ISC flows, because
This, can accordingly obtain more accurately the 1st air inflow GaA and the 2nd air inflow GaB with ISC flows.Thus, consider respectively
The aperture of isc valve 11 is estimated and led for the influence of ISC flows for the influence of throttle flow, the aperture of throttler valve 9
Enter to the air inflow Ga in combustion chamber 8.Therefore, possessing the gas handling system comprising throttler valve 9 and isc valve 11 and using α-N
In the engine of mode, the air inflow Ga being directed in combustion chamber 8 can be more precisely estimated.As a result, being capable of basis
The air inflow Ga of presumption suitably controls final fuel injection amount TAU.
In the present embodiment, in order to estimate the air inflow Ga corresponding with current ISC flows Y1, with reference to it is determined that
The 1st air inflow mapping of the 1st air inflow GaA when ISC flows are minimum value ISCmin and it is determined that ISC flows are maximum
The 2nd air inflow mapping of the 2nd air inflow GaB during ISCmax.Moreover, turning into minimum value ISCmin in current ISC flows Y1
During value between maximum ISCmax, by the maximum ISCmax according to current ISC flows Y1 and ISC flows and most
Relation pair these the 1st air inflow GaA and the 2nd air inflow GaB between small value ISCmin enter row interpolation, presumption air inflow Ga.
This, determines that air inflow Ga air inflow maps original preferred according to the relation between throttle opening TA and engine speed NE
, each value for ISC flows is set respectively, and is mapped with many air inflows.But, the storage in ECU20 like that
The way of many air inflow mappings is prestored in device causes manufacturing cost to raise.At this point, in the present embodiment,
Only there is the mapping of the 1st air inflow and the mapping of the 2nd air inflow, the rise of manufacturing cost can be suppressed.
The embodiment ＞ of ＜ the 2nd
Then, embody the fuel injection controller of the engine of the present invention the is explained in detail with reference to the accompanying drawings
2 embodiments.
In addition, in the following description, pair identical accompanying drawing mark is marked with the 1st embodiment identical structural detail
Remember and omit the description, illustrated centered on difference.In the present embodiment, entering for air inflow Ga is being calculated for estimating
On this point of the content of air volume calculation program structure a part and the 1st embodiment it is different.
In general, in intake channel 6, bypass path 10, deposit is attached on inwall and constriction stream sometimes
Area, deposit would also adhere to throttler valve 9, on isc valve 11 sometimes.In addition, the adhesion amount of deposit can through when increase.
If so deposit is attached in gas handling system, the obstacle of inlet air flow can be turned into, therefore, it is difficult to intactly maintain product
Initial air inflow Ga.
The deviation of the ISC discharge characteristics of (product is initial) after just being manufactured using graph representation engine system in Fig. 7
(individual difference).In the figure 7, thick line represents the median of the deviation of ISC discharge characteristics, and the dotted line of upside represents the upper limit of deviation
Value, the dotted line of downside represents the lower limit of deviation.So understand：Initial in product, ISC discharge characteristics are present in each product
Deviation.On the other hand, the change year in year out of graph representation ISC discharge characteristics is utilized in Fig. 8.In fig. 8, thick line represents ISC flows
The initial value of characteristic, dotted line represents the state after the change (operating range shorter stage) year in year out caused by deposit attachment,
Single dotted broken line represents the state after the change (operating range longer stage) year in year out caused by deposit attachment.So understand：
In same product, because deposit is attached to bypass path 10, on isc valve 11, ISC discharge characteristics are also sent out year in year out
Changing.
The air inflow Ga that graph representation product is initial, sucked to combustion chamber 8 is utilized in Fig. 9 relative to throttle opening
The deviation (individual difference) of TA characteristic (air inlet flow characteristic).In fig .9, thick line represents the center of the deviation of air inlet flow characteristic
Value, the dotted line of upside represents the higher limit of deviation, and the dotted line of downside represents the lower limit of deviation.Air inlet flow characteristic shown in Fig. 9
The throttle flow Fs being meant that by throttler valve 9 and ISC flows Fi by isc valve 11 summation characteristic.
This, air inflow Ga when throttle opening TA is the idle running of " 0 " includes the air throttle of the throttler valve 9 by opening slightly
Flow Fs and pass through the ISC flows Fi for the isc valve 11 for being opened to predetermined aperture.So understand：It is initial in product, in each product
There is deviation in middle air inlet flow characteristic.On the other hand, the change year in year out of graph representation air inlet flow characteristic is utilized in Figure 10.In Figure 10
In, thick line represents the initial value of air inlet flow characteristic, and dotted line represents the change year in year out caused by deposit attachment, and (operating range is shorter
Stage) after state, single dotted broken line represent by deposit attachment caused by year in year out change (operating range longer stage) after
State.So understand：In same product, because deposit is attached to throttler valve 9, on isc valve 11, air inflow
Characteristic also changes year in year out.
Therefore, in the present embodiment, in order to and described air inlet flow characteristic deviation (individual difference), attached by deposit
The corresponding suitably presumption that changes year in year out of air inlet flow characteristic caused by is inhaled into the air inflow Ga in combustion chamber 8, and fits
Locality controls the fuel injection amount TAU, ECU20 that are supplied to engine 3 to perform following air inflow calculating processing.
Flow chart is utilized to represent to calculate air inflow Ga air inflow calculation procedure for estimating in Figure 11.In Figure 11 flow
In figure, the process content of step 100~140 is identical with the process content of step 100~140 of Fig. 2 flow chart.Figure 11's
In flow chart, step 111,121~123,160 processing are newly increased.Graph representation ISC discharge characteristics are utilized in Figure 12.ECU20
The routine shown in Figure 11 is periodically carried out every the scheduled period.
When processing is transformed into the routine, after step 100,110 processing is performed, in step 111, ECU20 is read
ISC flows are taken to learn a reference value A1 (reference picture 12).ISC flows study a reference value A1 is in the ISC controls separately performed
The value used, refers to the meaning of a reference value of ISC flows relative to a reference value of ISC learning values.
Then, in the step 120, ECU20 is obtained relative to current by referring to the ISC discharge characteristics shown in Figure 12
ISC controlled quentity controlled variables y1 ISC flows Y1.
Then, in step 121, ECU20 is obtained relative to this by referring to the ISC discharge characteristics shown in Figure 12
The ISC flow learning values X1 (ISC flows) of ISC learning values x1 (ISC controlled quentity controlled variables) through obtaining.Here, ISC learning values x1 meaning
Think of refers to that engine speed NE turns into predetermined idling when carrying out feedback control to isc valve 11 make it that throttler valve 9 is fully closed
The ISC controlled quentity controlled variables obtained during rotating speed.ECU20 carries out ISC controls in 3 idle running of engine.
Then, in step 122, ECU20 calculates ISC flow learning correction values B1.ECU20 can be according to following calculating
Formula (4) obtains ISC flow learning correction values B1.
B1 ← X1+A1-X1 ... (4)
Then, in step 123, ECU20 calculates ISC flows C1 after correction.ISC flows C1 is meant after the correction
Refer to the individual difference for reflecting bypass path 10 and isc valve 11, the ISC for year in year out changing and being corrected caused by deposit attachment to flow
Amount.ECU20 can obtain ISC flows C1 after correction according to following calculating formula (5).
C1 ← Y1-X1+B1 ... (5)
That is, in the calculating formula (5), by adding ISC flow learning correction value B1 (=ISC to current ISC flows Y1
Flow learn a reference value) and ISC flow learning values X1 difference (ISC flow learning values variable quantity), obtain correct after ISC flows
C1.So, by correcting current according to the ISC flow learning value X1 and ISC flow learning correction values B1 of reflection change etc. year in year out
ISC flow Y1, obtain correction after ISC flows C1.
Afterwards, after step 130,140 processing is performed, in a step 160, ECU20 calculate air inflow Ga it
After the process returns to step 100.ECU20 can obtain air inflow Ga according to following calculating formula (6).
Ga ← GaA+ (GaB-GaA) * (C1-ISCmin)/(ISCmax-ISCmin) ... (6)
That is, in described calculating formula (6), (C1-ISCmin's) is meant that ISC flow C1 and ISC flows after correction
Minimum value ISCmin difference (minimum side ISC difference in flow after correction).Thus, in calculating formula (6), by according to after correction most
Small side ISC difference in flow and comparing for minimax ISC difference in flow enter row interpolation between the 1st air inflow GaA and the 2nd air inflow GaB,
The current air inflow Ga of presumption.Moreover, the air inflow Ga estimated as described above is reflected in shown in Fig. 6 in a same manner as in the first embodiment
Fuel injection amount control program execution.
Using the fuel injection controller of the engine of present embodiment described above, with the 1st embodiment not
Together, by correcting current according to the current ISC flow learning value X1 and ISC flow learning correction values B1 of reflection change etc. year in year out
ISC flow Y1, calculate correction after ISC flows C1.Moreover, passing through the maximum according to ISC flows C1 after correction and ISC flows
Enter row interpolation between the air inflow GaA of relation pair the 1st and the 2nd air inflow GaB between value ISCmax and minimum value ISCmin, push away
Air inflow Ga before settled.Thus, presumption has been reflected in the gas handling system comprising throttler valve 9 and isc valve 11 by deposit
Attachment etc. caused by year in year out change etc. air inflow Ga.Therefore, in the present embodiment, except the effect of the 1st embodiment is imitated
Outside fruit, it can estimate and reflect the attachment state that deposit is attached to the gas handling system comprising throttler valve 9 and isc valve 11
More accurately air inflow Ga, can more suitably control fuel injection amount TAU according to the air inflow Ga of the presumption.
The effect related to the fuel injection amount control of present embodiment is represented in Figure 13.Sent out in Figure 13 using graph representation
The change that air fuel ratio learning value occurs relative to learning region (engine speed NE) when motivation is operated.Here, air-fuel ratio
Habit value is meant that for making actual air-fuel ratio close to the air-fuel ratio, relative to substantially fuel emitted dose bTAU of target
Increase and decrease value.Thus, the meaning of the air fuel ratio learning value closer to " 0 " then more suitable standard values of air inflow Ga is referred to.In fig. 13,
Solid line represents present embodiment, and dotted line represents past case.As shown in figure 13, in the present embodiment, it is known that：In whole learning region
In domain, air fuel ratio learning value be received in " in the range of about ± 0.05 " left and right, air inflow Ga be adapted to standard value.In contrast,
In past case, it is known that：With learning region from idling to high speed elapse, air fuel ratio learning value from " about -0.5 " direction " about -
0.03 " and in the increase of dense (rich) side, air inflow Ga dissociates from the value of standard, and is not suitable for the value of standard.According to conventional with this
The comparison of example, is able to confirm that the superiority of the fuel injection amount control of present embodiment.
The embodiment ＞ of ＜ the 3rd
Then, embody the fuel injection controller of the engine of the present invention the is explained in detail with reference to the accompanying drawings
3 embodiments
In this embodiment, on this point of the content for estimating the air inflow calculation procedure for calculating air inflow Ga tie
A part for structure and the 2nd embodiment are different.Figure 14 represents the air inflow calculation procedure of the embodiment using flow chart.
In the flowchart of fig. 14, the process content in addition to step 125,126 is identical with the process content of Figure 11 flow chart.
When processing is transformed into the routine, after step 100,110,111,120,121 processing is performed, in step
In 125, ECU20 calculates ISC learning correction values X2 according to ISC flow learning values X1.Herein, ECU20 is by referring to Figure 15 institutes
The correction maps shown obtain the ISC learning correction values X2 relative to ISC flow learning values X1.In Figure 15 mapping, it is set as
ISC flow learning values X1 more increases ISC learning correction values X2 and more increased, also, a part wherein, even if being set with ISC
Flow learning value X1 increase ISC learning correction values X2 is also the dead band NZ of steady state value.In the NZ of the dead band, in ISC
When flow learning value X1 is in the predetermined scope of the ISC flows study a reference value A1 comprising a reference value as reservation, ISC
Learning correction value X2 turns into constant for ISC flows study a reference value A1.In the NZ of the dead band, with the He of throttler valve 9
On the basis of flow deviation during isc valve 11 is respective, ISC learning correction values X2 is set to be substituted for air inflow Ga change
Desired value.
Reporter, in step 126, ECU20 calculate ISC flows C1 after correction.ECU20 can be according to following calculating formula
(7) ISC flows C1 after correction is obtained.
C1 ← Y1-X2+A1 ... (7)
That is, in the calculating formula (7), current ISC flows Y1 is learnt plus ISC flows study a reference value A1 and ISC
Corrected value X2 difference, thereby, it is possible to obtain ISC flows C1 after correction.Herein, Figure 15 is turned into not in ISC flow learning values X1
In the case of value in the range of the NZ of sensitizing range, ISC learning correction values X2 is set to the study of ISC flows a reference value A1, i.e. ISC
Flow learning value X1 is corrected as ISC flows study a reference value A1, and therefore, ISC flows C1 turns into current ISC flows after correction
Y1。
Afterwards, ECU20 the process returns to step 100 after step 130,140,160 processing is performed.
In above-mentioned control, in addition to the control content of the 2nd embodiment, the ISC flow learning value X1 tried to achieve into
In the case of for the value in the range of the predetermined immunity region NZ comprising predetermined ISC flows study a reference value A1, ECU20 will
ISC flow learning values X1 is corrected to ISC flows study a reference value A1.Herein, it is contemplated that deposit be attached to bypass path 10,
Isc valve 11 and the state state of new goods (engine system be) before ISC flow learning values X1 increases, presumption air inflow Ga.
That is, even if there is deviation in the range of a reference value A1 immunity region NZ is learnt comprising ISC flows in ISC flows learning value X1,
ISC learning correction values X2 can be also set as to the ISC flows study a reference value A1 as steady state value, i.e. by ISC flow learning values
X1 is corrected to ISC flows study a reference value A1.Thus, only deposit is actual be attached to bypass path 10, isc valve 11 when, phase
Just change for ISC flow learning values X1 ISC learning correction values X2, and utilize ISC learning correction values X2 correction ISC flows
Learning value X1.
Using the fuel injection controller of the engine of present embodiment described above, even if the ISC streams tried to achieve
There is deviation in the range of the predetermined immunity region NZ comprising predetermined ISC flows study a reference value A1 in amount learning value X1,
Also ISC flow learning values X1 can be corrected to as the ISC flows of steady state value and learns a reference value A1, accordingly, it is capable to eliminate ISC flows
Learning value X1 deviation, small variation etc..Therefore, in the present embodiment, except the 2nd embodiment action effect it
Outside, in the state of engine system is new goods, air inflow Ga can be stably estimated, can be more high-precision based on air inflow Ga
Degree ground control fuel injection amount TAU.
In addition, the present invention is not limited to each embodiment, it can also fit within a range not departing from the gist of the invention
A part for locality change structure is implemented.
(1) in each embodiment, the fuel injection amount control of the present invention is embodied as being mounted in sulky vehicle
On engine 3, but be not limited to this, the engine being mounted on four-wheel car can also be embodied as.
(2) in each embodiment, the isc valve 11 with the ISC discharge characteristics shown in Fig. 3, Figure 12 has been used, but
It is not limited to Fig. 3, ISC discharge characteristics as shown in Figure 12.
Industrial applicability
The present invention can also be applied to possess the gas handling system comprising throttler valve and isc valve and using the hair of α-N modes
Motivation system.
Description of reference numerals
3rd, engine；4th, injector (fuel injection component)；6th, intake channel；8th, combustion chamber；9th, throttler valve；10th, it is other
Road path；11st, isc valve；20th, ECU (control unit)；23rd, speed probe (Rotating speed measring part)；25th, throttle sensor
(opening degree detection part)；NE, engine speed；TA, throttle opening；Ga, air inflow；GaA, the 1st air inflow；GaB, the 2nd are entered
Tolerance；The minimum value of ISCmin, ISC flow；The maximum of ISCmax, ISC flow；Y1, current ISC flows；X1, ISC flow
Measure learning value；ISC flows after C1, correction；TAU, fuel injection amount；A1, ISC flow study a reference value (predetermined a reference value)；
NZ, immunity region (predetermined scope).
Claims (3)
1. a kind of fuel injection controller of engine, it includes：
Intake channel, its combustion chamber for being used for engine imports air inlet；
Throttler valve, it is used to adjust the inlet air flow in the intake channel；
Bypass path, it is arranged in the way of bypassing the throttler valve on the intake channel；
Isc valve, it is used to adjust the inlet air flow in the bypass path；
Fuel injection component, it is used to supply fuel to the engine spray；
Opening degree detection part, it is used for the aperture for detecting the throttler valve；
Rotating speed measring part, it is used for the rotating speed for detecting the engine；And
Control unit, it is according to the aperture of the throttler valve detected and the estimating rotation speed quilt of the engine detected
The air inflow importeding into the combustion chamber, fuel injection amount, the combustion calculated according to this are calculated according to the air inflow of the presumption
Expect that emitted dose controls the fuel injection component, the fuel injection controller of the engine is characterised by,
The control unit possesses：
ISC discharge characteristic data, it has preset what is flowed when the throttler valve turns into fully closed in the bypass path
Relation between the aperture of ISC flows and the isc valve；
The maximum and minimum value of the ISC flows, it is pre-set；
1st air inflow map, its preset the ISC flows as the minimum value when, be directed to the burning
The relation between the 1st air inflow and the aperture of the throttler valve and the rotating speed of the engine in room；And
2nd air inflow map, its preset the ISC flows as the maximum when, be directed to the burning
The relation between the 2nd air inflow and the aperture of the throttler valve and the rotating speed of the engine in room,
The control unit carries out following operation when the engine is operated：
With reference to the ISC discharge characteristics data, the current ISC flows of the aperture relative to current isc valve are thus obtained,
With reference to the 1st air inflow mapping, when thus obtaining the ISC flows as the minimum value and air throttle
Corresponding the 1st air inflow of the rotating speed of the aperture of valve and the engine,
With reference to the 2nd air inflow mapping, when thus obtaining the ISC flows as the maximum and air throttle
Corresponding the 2nd air inflow of the rotating speed of the aperture of valve and the engine,
According to the relation pair between the current ISC flows and the maximum and the minimum value of the ISC flows
Enter row interpolation between 1st air inflow and the 2nd air inflow, thus estimate current air inflow.
2. the fuel injection controller of engine according to claim 1, it is characterised in that
The control unit carries out following operate：
In engine idling operation, in order to by the rotational speed regulation of the engine be predetermined idling speed and to the ISC
Valve carries out feedback control, and learns the current ISC controlled quentity controlled variables to the isc valve as ISC learning values,
When the engine is operated, with reference to the ISC discharge characteristics data, thus obtain relative with current ISC learning values
The current ISC flow learning values answered,
The current ISC flows are corrected according to the current ISC flows learning value, ISC flows after correction are thus calculated,
According to the relation pair between ISC flows after the correction and the maximum and the minimum value of the ISC flows
Enter row interpolation between 1st air inflow and the 2nd air inflow, thus estimate current air inflow.
3. the fuel injection controller of engine according to claim 2, it is characterised in that
The control unit carries out following operate：
In the case of the value that the ISC flows learning value tried to achieve turns into the predetermined scope comprising predetermined a reference value,
The ISC flows learning value is corrected to the predetermined a reference value.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014080879 | 2014-04-10 | ||
| JP2014-080879 | 2014-04-10 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104975968A CN104975968A (en) | 2015-10-14 |
| CN104975968B true CN104975968B (en) | 2017-08-15 |
Family
ID=54272844
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510170332.9A Active CN104975968B (en) | 2014-04-10 | 2015-04-10 | The fuel injection controller of engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP6389791B2 (en) |
| CN (1) | CN104975968B (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6397437B2 (en) * | 2016-02-24 | 2018-09-26 | 本田技研工業株式会社 | Direct injection internal combustion engine |
| JP6922398B2 (en) * | 2017-05-12 | 2021-08-18 | いすゞ自動車株式会社 | Piston temperature estimation device and piston temperature estimation method |
| JP7188360B2 (en) * | 2019-11-07 | 2022-12-13 | トヨタ自動車株式会社 | engine controller |
| JP7207290B2 (en) * | 2019-12-23 | 2023-01-18 | トヨタ自動車株式会社 | Vehicle control device, vehicle control system, vehicle learning device, and vehicle learning method |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6321339A (en) * | 1986-07-15 | 1988-01-28 | Nissan Motor Co Ltd | Fuel feeding control device for internal combustion engine |
| JPS63183247A (en) * | 1987-01-23 | 1988-07-28 | Japan Electronic Control Syst Co Ltd | Control device for internal combustion engine |
| WO2005005812A1 (en) * | 2003-07-10 | 2005-01-20 | Toyota Jidosha Kabushiki Kaisha | Suction air amount predicting device of internal combustion engine |
| JP2007321661A (en) * | 2006-06-01 | 2007-12-13 | Toyota Motor Corp | Idle rotation control device of internal combustion engine |
| JP2008163860A (en) * | 2006-12-28 | 2008-07-17 | Aisan Ind Co Ltd | Intake device of fuel injection type engine |
| KR101219956B1 (en) * | 2010-11-29 | 2013-01-08 | 현대자동차주식회사 | Throttle valve device including control logic of throttle valve for diesel vehicle and the control method thereof |
| JP2013113258A (en) * | 2011-11-30 | 2013-06-10 | Toyota Motor Corp | Internal-combustion engine control device |
-
2015
- 2015-04-02 JP JP2015075574A patent/JP6389791B2/en not_active Expired - Fee Related
- 2015-04-10 CN CN201510170332.9A patent/CN104975968B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| JP6389791B2 (en) | 2018-09-12 |
| CN104975968A (en) | 2015-10-14 |
| JP2015206357A (en) | 2015-11-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104011356B (en) | The control gear of internal-combustion engine | |
| US9222426B2 (en) | Transient air flow control | |
| JP4240132B2 (en) | Control device for internal combustion engine | |
| JP4320744B2 (en) | Control device for internal combustion engine | |
| JP5642233B1 (en) | Control device for internal combustion engine | |
| US9249751B2 (en) | Exhaust gas sensor controls adaptation for asymmetric degradation responses | |
| CN104975968B (en) | The fuel injection controller of engine | |
| CN102893002B (en) | Control device for internal combustion engine | |
| US9441571B2 (en) | Self-tuning electronic fuel injection system | |
| CN103485908A (en) | Humidity determination and compensation systems and methods using an intake oxygen sensor | |
| US9810171B2 (en) | Method for determining an offset of a manifold pressure sensor | |
| CN102472184B (en) | Fuel-injection-quantity control device for internal combustion engine | |
| US9435283B2 (en) | Method for inferring barometric pressure at low throttle angles | |
| CN102953849B (en) | For the method and system that the alcohol concentration in fuel compensates | |
| JPS63277832A (en) | Fuel supply controlling method for internal combustion engine | |
| JPH0226053B2 (en) | ||
| JP2009250075A (en) | Fuel injection amount control device and fuel injection system | |
| JP4404354B2 (en) | Control device for internal combustion engine | |
| JP2009167991A (en) | Idling operation control device for internal combustion engine | |
| JP2006112274A (en) | Air fuel ratio control device of internal combustion engine | |
| JP4449603B2 (en) | Fuel injection control device for internal combustion engine | |
| JP4211700B2 (en) | Fuel injection control device for internal combustion engine | |
| JP5306532B1 (en) | Control device and control method for internal combustion engine | |
| JP2018145816A (en) | Learning control device for internal combustion engine | |
| JP7177385B2 (en) | engine controller |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |