CN101046175A - Fuel injection quantity control system for internal combustion engine - Google Patents
Fuel injection quantity control system for internal combustion engine Download PDFInfo
- Publication number
- CN101046175A CN101046175A CNA2007100919783A CN200710091978A CN101046175A CN 101046175 A CN101046175 A CN 101046175A CN A2007100919783 A CNA2007100919783 A CN A2007100919783A CN 200710091978 A CN200710091978 A CN 200710091978A CN 101046175 A CN101046175 A CN 101046175A
- Authority
- CN
- China
- Prior art keywords
- fuel
- combustion engine
- valve
- time
- internal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
A fuel jetting quantity controlling device of gas engine comprises a valve opening time calculating device, which calculates the valve opening time of the fuel jetting valve according to operation condition of said gas engine. Said calculating device controls the valve opening time of the fuel jetting valve to adjusting the fuel jetting quantity. Said control device comprises an acquiring device for acquiring the rotation speed of the fuel pump, and an estimating device for using predetermined pump character to estimate the fuel pressure discharged to said fuel jetting valve from the fuel pump based on the rotation speed of the fuel pump. A valve opening time correcting device for correcting the valve opening time of the fuel jetting valve based on estimated fuel pressure.
Description
Technical field
The present invention relates to a kind of fuel injection controller of internal-combustion engine.
Background technique
In electronically controlled fuel injection system, the load that the reference fuel discharge time of sparger is based on internal-combustion engine is and definite, and this reference fuel discharge time is proofreaied and correct according to the operational condition of internal-combustion engine, thereby determines final fuel injection time.For the correction of the reference fuel discharge time being carried out according to the operational condition of internal-combustion engine, for example coolant water temperature, atmospheric pressure, the air fuel ratio (air-fuel ratio) by internal-combustion engine waits the calibration reference fuel injection time.Usually, the fuel injection time according to this correction comes burner oil with the control fuel injection amount.
But, when cell voltage is low, for example when internal combustion engine start, has such situation, thereby wherein provide the driving voltage of the petrolift of fuel to be reduced the pressure that has reduced the fuel that imposes on sparger to sparger.For this reason, there is such situation,, can not controls fuel injection amount suitably even wherein come from the sparger burner oil based on the fuel injection time of determining in the above described manner.
Like this, detect the driving voltage of petrolift and proofread and correct according to this driving voltage the technology of fuel injection time of sparger known (for example, JP-63-235632A, JP-61-255234A (EP-0206485B1), JP-U-63-67639A).
But the resistance that is used for the coil of driving fuel pump motor changes with temperature.For this reason, even apply identical voltage to being used for the driving fuel pump motor, the rotating speed of motor also depends on temperature and difference.The result is, even applied identical voltage to being used for the driving fuel pump motor, the pressure of fuel that imposes on sparger is also different.Therefore, even when cell voltage is low, proofreaied and correct fuel injection time, also exist the situation that suitably to control fuel injection amount according to driving voltage.
Summary of the invention
The present invention be directed to that the problems referred to above make.Main purpose of the present invention provides a kind of fuel injection controller of internal-combustion engine, and it can be opened the time (valve opening time) by the valve of suitably controlling Fuelinjection nozzle and suitably controls fuel injection amount.
According to the present invention, a kind of fuel injection controller is applied to the fuel injection system of internal-combustion engine, and described fuel injection system comprises the petrolift and the Fuelinjection nozzle of electricity operation, and this Fuelinjection nozzle is used for injecting fuel into described internal-combustion engine.Described fuel injection controller comprises that valve opens the Time Calculation module, and the valve that is used for calculating according to the operational condition of described internal-combustion engine described Fuelinjection nozzle is opened the time, and the valve of controlling described Fuelinjection nozzle is opened the time with the fuel metering emitted dose.The fuel injection controller of described internal-combustion engine is characterised in that and comprises: the revolution speed acquisition module is used to obtain the rotating speed of described petrolift; The fuel pressure estimation module is used for the rotating speed based on the petrolift that is obtained by described revolution speed acquisition module, utilizes predetermined pump characteristics to estimate to be discharged into from described petrolift the pressure of the fuel of described Fuelinjection nozzle; And valve opens the time adjustment module, is used for opening the time based on the valve of being proofreaied and correct described Fuelinjection nozzle by the estimated fuel pressure of described fuel pressure estimation module.
According to this device,, utilize predetermined pump characteristics to estimate to be discharged into the pressure of the fuel of described Fuelinjection nozzle from described petrolift based on the rotating speed of described petrolift.Compare with the driving voltage of described petrolift, the rotating speed of described petrolift is the more direct factor of determining from petrolift supplied fuel amount (pump duty).For this reason, the estimated value of calculating described fuel pressure by the rotating speed based on described petrolift can improve the validity of the estimated value of fuel pressure.Proofread and correct the valve of described Fuelinjection nozzle based on the estimated value of described fuel pressure and open the time, wherein said estimated value has pinpoint accuracy.Thus, can suitably control fuel injection amount.
In addition, according to the present invention, fuel injection controller comprises that valve opens the Time Calculation module, and the valve that is used for calculating according to the operational condition of internal-combustion engine described Fuelinjection nozzle is opened the time, and the valve of controlling described Fuelinjection nozzle is opened the time with the fuel metering emitted dose.Described fuel injection controller is characterised in that and comprises: the revolution speed obtaining device is used to obtain the rotating speed of described petrolift; Fuel system abnormality detection module is used for detecting unusual to the fuel system of described Fuelinjection nozzle fuel supplying; Abnormal time fuel pressure estimation module is used for the rotating speed based on the described petrolift that is obtained by described revolution speed acquisition module, the fuel pressure when utilizing predetermined pump characteristics to estimate that fuel system is unusual when described fuel system is unusual; And the abnormal time valve is opened the time adjustment module, when detecting described fuel system when unusual, described abnormal time valve is opened the time adjustment module and is opened the time based on the valve of being proofreaied and correct described Fuelinjection nozzle by the estimated fuel pressure of described abnormal time fuel pressure estimation module.
When described fuel system occurs when unusual, described fuel pressure is brought to the state that fuel pressure is different from desired pressure.Like this, when fuel system is unusual, utilize predetermined pump characteristics, estimate fuel pressure, and open the time based on the valve that the estimated value of described fuel pressure is proofreaied and correct described supply of fuel valve based on the rotating speed of described petrolift.Thus, can make fuel injection amount approach appropriate value, and can occur in short-term, operating described internal-combustion engine under the unusual state, thereby vehicle can drive to repair shop's place under repair at fuel system.
Description of drawings
From the detailed description of making below with reference to accompanying drawing, other targets of the present invention, feature and advantage will be more apparent, and identical in the accompanying drawings part represents with identical reference mark, wherein:
Fig. 1 is the structural drawing that the general engine control system in the embodiments of the invention is shown;
Fig. 2 is the flow chart that the calculation routine of final fuel injection time is shown;
Fig. 3 illustrates the rotating speed of the motor that is used to rotate and drive the pump housing and from the chart of the relation between the pump module supplied fuel pressure;
Fig. 4 illustrates the voltage that is applied to motor and the chart of the relation between the pump duty;
Fig. 5 illustrates the rotating speed of motor and the chart of the relation between the pump duty;
Fig. 6 is the flow chart that the calculation routine of the final fuel injection time among second embodiment is shown; And
Fig. 7 is the flow chart that the faut detection routine of the pressure regulator among the 3rd embodiment is shown.
Embodiment
[first embodiment]
Describe below with reference to the accompanying drawings and realize the first embodiment of the present invention.Present embodiment has made up an engine control system that is used for the petrol engine (it is an internal-combustion engine) of sulky vehicle.In this control system, as electronic control unit (hereinafter referred to as ECU) the control fuel injection amount and the time of ignition of central location.At first, the overall schematic diagram of engine control system will be described with reference to figure 1.
In motor shown in Figure 1 10, air filter 12 is arranged in the upstream portion of suction tude 11, and throttle valve 14 is arranged in the downstream of air filter 12.Air filter 12 disposes intake air temperature sensor 13, is used to detect intake temperature.Throttle valve 14 disposes throttle position sensor 15, is used to detect throttle opening.The intake manifold pressure sensor 16 that is used to detect suction press is arranged in the downstream of throttle valve 14.In addition, the sparger 17 of Electromagnetic Drive is arranged near the suction port of suction tude 11.
The suction port of motor 10 and relief opening dispose suction valve 21 and outlet valve 22 respectively.The air-fuel mixture of air and fuel is introduced in the firing chamber 23 by the opening operation of suction valve 21.Waste gas after burning is discharged to outlet pipe 24 by the opening operation of outlet valve 22.Spark plug 25 is installed in each of each cylinder of cylinder head of motor 10.The moment in expectation is applied to high voltage on each spark plug 25 by the igniting unit 26 that comprises spark coil etc.Between the comparative electrode of each spark plug 25, produce sparkover by applying this high voltage, thereby the air-fuel mixture of introducing firing chamber 23 is by the some burning of fighting.
In addition, in fuel system, type of pump module 42 is arranged in the fuel tank 41 in the case.Delivery pipe 45 is connected to fuel pump module 42 via fuel pipe 43.Fuel pump module 42 comprises the pump housing 46 and pressure regulator 44.In addition, fuel pump module 42 comprises fuel filter, Returning pipe, motor or the like, and it is not shown in Figure 1.Motor rotates and drives the pump housing 46.In this embodiment, can will be able to not use rotational position sensor and the motor of known no sensor brushless of controlling rotating speed as described motor.
The pressure that pressure regulator 44 is regulated from fuel pump module 42 supplied fuel.When the pressure of the fuel of discharging from the pump housing 46 of fuel pump module 42 during greater than the setting pressure of pressure regulator 44, unnecessary fuel turns back in the fuel tank 41 via Returning pipe.That is to say that its pressure is adjusted to specified pressure by pressure regulator 44 fuel is discharged to delivery pipe 45 via fuel channel 43 from fuel pump module 42, and unnecessary fuel turns back in the fuel tank 41 via Returning pipe.
To further describe from the pressure of fuel pump module 42 supplied fuel.Fig. 3 illustrates the rotating speed (NEP) (hereinafter referred to as " revolution speed ") of the motor that is used to rotate and drive the pump housing 46 and from the chart of the relation between the pressure (Pf) of fuel pump module 42 supplied fuel.As shown in Figure 3, become specific rotation speeds or when bigger, begin as revolution speed NEP from fuel pump module 42 fuel supplying.Along with revolution speed NEP increases, fuel pressure Pf is linear to be increased.When fuel pressure Pf reached the reference fuel pressure P f0 of setting pressure of pressure regulator 44, the part of the fuel of discharging from the pump housing 46 of fuel pump module 42 turned back to fuel tank as unnecessary fuel via Returning pipe.Like this, though revolution speed NEP greater than the revolution speed NEP0 corresponding with reference fuel pressure P f0, fuel pressure Pf also only increases a bit, fuel pressure Pf is remained on reference fuel pressure P f0 place substantially.
ECU 50 is mainly made up by the microcomputer that comprises CPU, ROM, RAM etc.The testing signal of above-mentioned various sensors etc. is imported into ECU 50.ECU 50 carries out the various control programs of storing among the ROM and controls the fuel injection time of sparger 17 and the time of ignition of spark plug 25 with the operational condition based on motor.Particularly, in fuel injection time control, ECU 50 bases are come computing fuel pressure correction factor FPf based on the estimated value of the fuel pressure Pf of revolution speed NEP, and calculate the final fuel injection time TAU that influenced by this correction factor.
Here, the rotating speed of the ECU 50 control pump housings 46 and to motor output pulse width modulation signal, so that revolution speed NEP is the rotating speed of expectation.That is to say, do not need to use rotational position sensor to wait and find revolution speed NEP, but can come testing pump rotational speed N EP by the drive signal waveform (pwm signal waveform) of observing ECU 50 motor of exporting own.
Fig. 2 is the flow chart that the calculation routine of final fuel injection time TAU is shown, and for example carries out this calculation routine by ECU 50 for each special angle.In Fig. 2, in step S101, determine whether it is the moment of calculating final fuel injection time TAU.Need calculate final fuel injection time TAU in each fuel injection time point.Therefore, at step S101, carve based on determining from the crank angle signal of crank angle sensor 34 outputs whether it is meant regularly.As the definite result among the step S101 whether the time, do not calculate final fuel injection time TAU and finish this processing.When the definite result among the step S101 when being, this routine proceeds to step S102.
In step S102, read various operational condition parameters.Particularly, read: the cooling water temperature THW that calculates according to the checkout value of cooling-water temperature sensor 33, the intake temperature THA that calculates according to the checkout value of intake air temperature sensor 13, the suction pressure PM that calculates according to the checkout value of air inlet pressure sensor 16, the atmospheric pressure PA that calculates according to the checkout value of barometric pressure sensor, the engine speed NE that calculates based on crank angle signal, and the air-fuel ratio A/F that calculates according to the checkout value of A/F sensor 32 from crank angle sensor 34 output.
In step S103, the correction factor of each operational condition parameter of basis.Particularly, calculate cooling water temperature correction factor FTHW, atmospheric pressure correction factor FPA, A/F sensor calibration factor FAF.Relation between each operational condition parameter and the correction factor is stored as the mapping among the ECU 50 in advance.In step S103, utilize the mapping of storage among the ECU 50 to calculate each correction factor.
In step S104, come calculating pump rotational speed N EP according to the drive signal waveform of the motor of exporting from ECU 50.At step S105, according to the estimated value of revolution speed NEP computing fuel pressure P f.Become relation as shown in Figure 3 between revolution speed NEP and the fuel pressure Pf, this relation is stored as the mapping among the ECU 50 in advance.In step S105, utilize the mapping of storage among the ECU 50, calculate the estimated value of fuel pressure Pf according to revolution speed NEP.
In step S106, according to reference fuel pressure P f0 and the fuel pressure Pf computing fuel pressure correction factor FPf that calculates in step S105, wherein reference fuel pressure P f0 is the setting pressure of pressure regulator 44 and is stored in advance among the ECU 50.In the present embodiment, according to formula
Computing fuel pressure correction factor FPf.
In step S107, based on each operational condition parameter that comprises fuel pressure correction factor FPf etc., the formula below utilizing calculates cumulative correction factor FTOTAL.
FTOTAL＝FPf×FTHW×FPA×FAF
In step S108, calculate reference fuel discharge time TP according to engine speed NE and engine loading (suction pressure PM).Relation between reference fuel discharge time TP and engine speed NE and the suction pressure PM is stored as the mapping among the ECU 50.In step S108, utilize this mapping to calculate reference fuel discharge time TP.
At last, in step S109, according to cumulative correction factor FTOTAL that finds among step S107 and the step S108 and reference fuel discharge time TP, the formula below utilizing calculates final fuel injection time TAU.
TAU＝TP×FTOTAL
ECU 50 exports the sparger drive signals based on final fuel injection time TAU to sparger 17.Thus, open sparger 17 based on described sparger drive signal and come burner oil.
In this embodiment, calculate, and utilize the estimated value of based on fuel pressure P f and the fuel pressure correction factor FPf that calculates calculates final fuel injection time TAU from the estimated value of the pressure P f of fuel pump module 42 supplied fuel.Be not based on the driving voltage of motor and be based on the estimated value Pf that revolution speed NEP comes computing fuel pressure P f.Thus, the estimated value of computing fuel pressure P f more accurately.Utilize the estimated value of highly accurate fuel pressure Pf to calculate final fuel injection time TAU, thereby and can suitably control fuel injection amount.
Further describe this point below with reference to Fig. 4 and Fig. 5.Fig. 4 illustrates the voltage (V) that imposes on motor and the chart of the relation between the pump duty (Q).In this chart, the single-point dotted line represents that the upper limit that changes, solid line represent the intermediate value that changes, and dotted line is represented the lower limit that changes.Fig. 5 is the chart that the relation between revolution speed (NEP) and the pump duty (Q) is shown.In this chart, the single-point dotted line represents that the upper limit that changes, solid line represent the intermediate value that changes, and dotted line is represented the lower limit that changes.Like this, even apply identical voltage to motor, revolution speed NEP is also different.When revolution speed NEP not simultaneously, also different from fuel pump module 42 supplied fuel amounts (pump duty Q).Therefore, as shown in Figure 4, in the central value that changes certain scope up and down, change corresponding to the given pump duty Q that applies voltage.
In contrast, as shown in Figure 5, in the relation between revolution speed NEP and pump duty Q, diminish for the variation of the pump duty Q of a specific revolution speed NEP.This is because revolution speed NEP is a more direct factor of determining pump duty Q.In this embodiment, that determine by pump duty Q and calculate by the estimation of carrying out according to revolution speed NEP from the pressure P f of fuel pump module 42 supplied fuel.For this reason, the fuel pressure Pf that can beguine calculates according to the voltmeter that imposes on motor calculates fuel pressure Pf more accurately.The result is can calculate final fuel injection time TAU based on the estimated value of highly accurate fuel pressure Pf, thereby and can suitably control fuel injection amount.
In this embodiment, the motor of the no sensor brushless that just can control under the situation of not utilizing rotational position sensor of its rotating speed can be used as the motor that is used to rotate and drive the pump housing 46.In other words, the rotating speed of brushless motor can calculate by the drive signal waveform of observing motor, and described drive signal itself is exported from ECU 50.For this reason, do not utilize the extra rotational position sensor etc. just can calculating pump rotational speed N EP.In addition, get rid of the needs to rotational position sensor, this can simplify the structure of motor.
[second embodiment]
In first embodiment, when calculating final discharge time TAU, the estimated value of always coming computing fuel pressure P f based on revolution speed NEP.Then, come computing fuel pressure correction factor FPf by the estimated value of using fuel pressure Pf.
In contrast, in a second embodiment, have only when revolution speed NEP when specifying rotating speed, the estimated value of computing fuel pressure P f.When revolution speed NEP is not less than desired speed, do not come computing fuel pressure correction factor FPf, but fuel pressure correction factor FPf is set to 1.0 based on the estimated value of fuel pressure Pf.That is because fuel pressure correction factor FPf is set to 1.0, so fuel pressure correction factor FPf in fact to the calculating of cumulative correction factor FTOTAL without any contribution.
Fig. 6 is the flow chart that the calculation routine of the final fuel injection time TAU in the present embodiment is shown.In Fig. 6, in step S201, determine whether it is that TAU calculates constantly.When the definite result among the step S201 is "No", any processing of this processing ends without performing.When the definite result among the step S201 was "Yes", this routine proceeded to step S202, read each operational condition parameter at step S202.
In step S203, the correction factor of each operational condition parameter of basis.In step S204, according to the revolution speed NEP in the drive signal waveform computing fuel pump module 42 of motor, described drive signal waveform is from ECU 50 outputs.Step S201 is identical to the processing of S104 to the step S101 among Fig. 2 of the processing of step S204 and first embodiment.
In step S205, determine that whether revolution speed NEP is less than desired speed.When the definite result among the step S205 was "Yes", this routine proceeded to step S206.S206 exists in step, according to the estimated value of revolution speed NEP computing fuel pressure P f.In step S207, computing fuel pressure correction factor FPf.Step S105 among the processing of step S206 and step S207 and Fig. 2 of first embodiment is identical with the processing of S106.After the processing of having carried out step S207, this routine proceeds to step S209.On the contrary, when the definite result among the step S205 was "No", this routine proceeded to step S208, and FPf is set to 1.0 at step S208 fuel pressure correction factor.Thereafter, this routine proceeds to step S209.
In step S209, calculate cumulative correction factor FTOTAL.In step S210, calculate reference fuel discharge time TP according to engine speed NE and engine loading (suction pressure PM).In step S211, calculate final fuel injection time TAU according to the cumulative correction factor FTOTAL and the reference fuel discharge time TP that find at step S209 and step S210.Step S209 to the processing of step S211 also with Fig. 2 of first embodiment in step S107 identical to the processing of S109.
ECU 50 exports the sparger drive signals based on final fuel injection time TAU to sparger 17.Thus, open sparger 17 based on the sparger drive signal and come burner oil.
In this embodiment, have only, just calculate fuel pressure Pf, and the fuel pressure correction factor FPf that utilizes the estimated value of based on fuel pressure P f to calculate calculates final fuel injection time TAU based on revolution speed NEP as revolution speed NEP during less than command speed.When revolution speed NEP is not less than command speed, do not calculate the estimated value of fuel pressure Pf, also do not calculate fuel pressure correction factor FPf, but fuel pressure correction factor FPf is set to 1.0 based on the estimated value of fuel pressure Pf.Like this, fuel pressure correction factor FPf in fact to the calculating of final fuel injection time TAU without any contribution.
When revolution speed NEP when specifying rotating speed, exist wherein from the situation of fuel pump module 42 supplied fuel pressure P f less than reference fuel pressure P f0 (it is the setting pressure of pressure regulator 44).In this case, when determining final fuel injection time TAU under the situation of not considering fuel pressure Pf, can not spray the fuel of q.s.In this, in the present embodiment, as revolution speed NEP during,, and calculate final fuel injection time TAU based on this fuel pressure correction factor FPf based on pressure P f computing fuel pressure correction factor FPf from fuel pump module 42 supplied fuel less than desired speed.Thus, even make because revolution speed NEP is less hour, also can suitably control fuel injection amount from the pressure P f of fuel pump module 42 supplied fuel.
On the contrary, when revolution speed NEP is not less than desired speed, are fuel pressures near reference fuel pressure P F0 (it is the setting pressure of pressure regulator 44) from the pressure P f of fuel pump module 42 supplied fuel.Like this, even come computing fuel pressure correction factor FPf based on fuel pressure Pf, fuel pressure correction factor FPf also becomes one near 1.0 value, thereby influences cumulative correction factor FTOTAL and final fuel injection time TAU a little.Therefore, when revolution speed NEP is not less than desired speed, not computing fuel pressure P f and fuel pressure correction factor FPf, and therefore reduce the computation burden of ECU 50.
As for specifying rotating speed, recommend it to be set to for example NEP0, it is the revolution speed NEP corresponding to the reference settings pressure P f0 of pressure regulator 44.
[the 3rd embodiment]
In a second embodiment, have only as revolution speed NEP during less than command speed, the estimated value of computing fuel pressure P f, and utilize the estimated value of fuel pressure Pf to come computing fuel pressure correction factor FPf.Different therewith, in the 3rd embodiment, when having only pressure regulator 44 when detecting fuel pump module 42 in to break down, the estimated value of ability computing fuel pressure P f, and the estimated value of based on fuel pressure P f is come computing fuel pressure correction factor FPf.When the pressure regulator 44 in not detecting fuel pump module 42 breaks down, do not calculate fuel pressure correction factor FPf, but fuel pressure correction factor FPf is set to 1.0 based on the estimated value of fuel pressure Pf.
That is, in the present embodiment, between the step S204 of the flow chart of Fig. 6 of second embodiment and step S205, carry out the faut detection routine of pressure regulator 44.Step S205 in the flow chart of replacement Fig. 6 determines whether to detect pressure regulator 44 and breaks down.
Fig. 7 is the flow chart that the faut detection routine of the pressure regulator 44 in the present embodiment is shown.At first, in step S301, determine that engine speed NE is whether in specified scope.When the definite result among the step S301 was "Yes", this routine proceeded to step S302, and when the definite result among the step S301 was "No", this routine proceeded to step S303.In step S302, determine that suction pressure is whether in specified scope.When the definite result among the step S302 was "Yes", this routine proceeded to step S306, and when the definite result among the step S301 was "No", this routine proceeded to step S303.Exist at step S301 and step S302, determine whether to satisfy the faut detection condition of pressure regulator 44.Particularly, determine that whether motor 10 is in normal state.When motor 10 during, determine to satisfy the faut detection condition of pressure regulator 44 in normal state.
When determining not satisfy the faut detection condition of pressure regulator 44, that is, when definite result of step S301 or step S302 was "No", FPRCHK was set to 0 at step S303 pressure regulator Reflector.Then, routine proceeds to step S304, continues count flag CPRCHK in step S304 faut detection condition and is set to 0.Thereafter, routine proceeds to step S305, and FPRJDG is set to 0 at step S305 pressure regulator abnormality detection sign, and end process.
Otherwise when determining to satisfy the faut detection condition of pressure regulator 44, that is, when definite result of step S301 and step S302 was "Yes", routine proceeded to step S306.At step S306, determine whether pressure regulator faut detection sign FPRCHK is 1.When the definite result among the step S306 was "Yes", routine proceeded to step S307, at step S307 the faut detection condition was continued counter CPRCHK and added 1, and routine proceeds to step S309 then.Otherwise when definite result of step S306 was "No", routine proceeded to step S308, and FPRCHK is set to 1 at step S308 pressure regulator faut detection sign, and routine proceeds to step S309 then.
In step S309, determine that faut detection continues whether sign CPRCHK is designated value or bigger.Particularly, in step S309, determine whether the faut detection condition of pressure regulator 44 continues the fixed time section.In other words, in this step, determine whether the fault detection status of pressure regulator 44 is in the level that can stably determine fault detection status.When definite result of step S309 is "No", the fault detection status of determining pressure regulator 44 is not in the level that can stably determine fault detection status, routine proceeds to step S305, FPRJDG is set to 0 at step S305 pressure regulator abnormality detection sign, and finishes this processing.Otherwise, when definite result of step S309 is "Yes", determine that fault detection status is in the level that can stably determine fault detection status, and routine proceeds to step S310.
In step S310, determine whether A/F sensor calibration factor FAF is 1.20 or bigger.A/F sensor calibration factor FAF be 1.20 or bigger situation be that a kind of fuel injection amount is for target gas-fuel ratio and the situation of Yan Taixiao.That is to say that in step S310, it is malfunctioning and have fault to detect the pressure regulatory function of pressure regulator 44, thereby makes fuel pressure Pf less than reference fuel pressure P f0.When definite result of step S310 was "Yes", routine proceeded to step S311.In step S311, pressure regulator faut detection sign FPRCHK is set to 1, and finishes this processing.
When definite result of step S310 was "No", routine proceeded to step 312.In step S3 12, determine that whether A/F sensor calibration factor FAF is 0.8 or still less.A/F sensor calibration factor FAF be 0.8 or littler situation be that a kind of fuel injection amount is for target gas-fuel ratio and the situation of Yan Taida.That is to say that in step S312, the fuel that can detect pressure regulator 44 returns functional failure and has fault, thereby makes fuel pressure Pf greater than reference fuel pressure P f0.When definite result of step S312 was "Yes", routine proceeded to step S311.In step S311, pressure regulator faut detection sign FPRCHK is set to 1, and finishes this processing.Otherwise when definite result of step S312 was "No", routine proceeded to step S305, and FPRJDG is set to 0 at step S305 pressure regulator abnormality detection sign, and finishes this processing.
When the pressure regulator abnormality detection sign FPRJDG by the faut detection routine setting of pressure regulator 44 is 0, do not come computing fuel pressure correction factor FPf and it is set to 1.0 based on the estimated value of fuel pressure Pf.Otherwise, when pressure regulator abnormality detection sign FPRJDG is 1,, and utilize the estimated value of fuel pressure Pf to come computing fuel pressure correction factor FPf based on the estimated value of revolution speed NEP computing fuel pressure P f.ECU 50 exports the jet drive signals based on the fuel injection time TAU that is handled by this fuel pressure correction factor FPf to sparger 17.Thus, open sparger 17 and come burner oil based on this sparger drive signal.
When pressure injection device 44 broke down, the relation between revolution speed NEP and the fuel pressure Pf was not a relation shown in Figure 3.Like this, when pressure regulator 44 breaks down, utilize to store the mapping that is different from relation shown in Figure 3, the estimated value of coming computing fuel pressure P f according to revolution speed NEP.
In this embodiment, when having only the fault of the pressure regulator 44 in detecting fuel pump module 42, just based on the estimated value of revolution speed NEP computing fuel pressure P f, and the fuel pressure correction factor FPf that utilizes the estimated value of based on fuel pressure P f to calculate calculates final fuel injection time TAU.When not detecting the fault of pressure regulator 44, do not calculate the estimated value of fuel pressure Pf and based on the fuel pressure correction factor FPf of the estimated value of fuel pressure Pf, but fuel pressure correction factor FPf is set to 1.0, thus fuel pressure correction factor FPf in fact to the calculating of final fuel injection time TAU without any contribution.
When pressure regulator 44 breaks down, even revolution speed NEP has reached desired speed, fuel pressure Pf can not be adjusted to reference fuel pressure P F0, and actual fuel pressure be in be different from the state of the fuel pressure of expectation.Therefore, in this case, can determine final fuel injection time TAU, make fuel injection amount approach appropriate value by utilize fuel pressure correction factor FPf based on the estimated value of fuel pressure Pf.Therefore, the vehicle that pressure regulator 44 breaks down can travel, to arrive repair shop's place under repair.
[other embodiments]
In each embodiment, the motor of brushless is used the motor that acts on rotation and drive the pump housing 46.In each embodiment, the motor of no sensor brushless is used as the motor of brushless.Thus, need not specially provide rotational position sensor etc. just can detect revolution speed NEP.But the pattern of motor is not limited thereto.That is to say, can be provided for detecting the sensor of the pivotal position of motor, based on by this sensor to the pivotal position of motor detect the rotating speed of motor and the estimated value of coming computing fuel pressure P f according to the rotating speed of motor.In addition, motor can not be the motor of brushless but have the motor of brush.
In each embodiment, utilize cooling water temperature correction factor FTHW, atmospheric pressure correction factor FPA and A/F sensor calibration factor FAF and fuel pressure correction factor FPf to calculate final fuel injection time TAU.Yet, also can calculate final fuel injection time TAU based on the correction factor of the checkout value of other operational condition parameters by further utilization.
In a second embodiment, have only, just come the estimated value of computing fuel pressure P f, and utilize the estimated value of fuel pressure Pf to come computing fuel pressure correction factor FPf based on revolution speed NEP as revolution speed NEP during less than desired speed.In addition, in the 3rd embodiment, have only when detecting pressure regulator 44 and break down, just come the estimated value of computing fuel pressure P f, and utilize the estimated value of fuel pressure Pf to come computing fuel pressure correction factor FPf based on revolution speed NEP.Yet, come the estimated value of computing fuel pressure P f and utilize the estimated value of fuel pressure Pf to come the situation of computing fuel pressure correction factor FPf to be not limited to above-mentioned situation based on revolution speed NEP.
For example, have only when engine speed NE be desired speed or more hour, just calculate estimated value, and utilize the estimated value of fuel pressure Pf to come computing fuel pressure correction factor FPf based on the fuel pressure Pf of revolution speed NEP.When engine speed NE is a desired speed or when bigger, can not calculate estimated value based on the fuel pressure Pf of revolution speed NEP.At the bigger state of engine speed NE, the computation burden of ECU 50 is also bigger.Yet,, can reduce the computation burden of ECU50 if do not calculate estimated value and the fuel pressure correction factor FPf of fuel pressure Pf.
When revolution speed NEP increases along with the startup of motor 10, can calculate estimated value, and can utilize the estimated value of fuel pressure Pf to come computing fuel pressure correction factor FPf based on the fuel pressure Pf of revolution speed NEP.When actuating motor at engine start when operation time, cell voltage reduces and does not provide enough electric energy to motor thus.In addition, engine speed does not fully increase when starting, thereby does not provide enough electric energy from generator to motor.Utilize this mode, when revolution speed NEP is in the process that increases along with the startup of motor 10, do not become enough big, thereby need to proofread and correct fuel injection time based on fuel pressure Pf from fuel pump module 42 supplied fuel pressure P f.Like this, if the fuel pressure Pf when utilizing revolution speed NEP to increase along with the startup of motor comes computing fuel pressure correction factor FPf, and utilize fuel pressure correction factor FPf to calculate final fuel injection time TAU, can suitably control fuel injection amount so.
In not having the motor of battery, can when starting or dally, calculate estimated value, and can utilize the estimated value of fuel pressure Pf to come computing fuel pressure correction factor FPf based on the fuel pressure Pf of revolution speed NEP.In not having the motor of battery, electric energy offers motor by the generator that is installed in the vehicle.When the rotation of motor 10 was sent to the generator that is installed in the vehicle, motor was rotated and produces electric energy., when engine speed NE is very little, for example starting or during idle running, the amount of the electric energy that is produced by generator is also very little for this reason.Like this, still in this case, 42 supplied fuel pressure P f also diminish from fuel pump module.Therefore, if, then can suitably control fuel injection amount starting or utilizing fuel pressure Pf to come computing fuel pressure correction factor FPf during idle running and calculate final fuel injection time TAU by fuel pressure correction factor FPf.
When in the 3rd embodiment, detecting pressure regulator 44 and break down, can utilize to store the mapping that is different from the relation shown in Fig. 3, the estimated value of coming computing fuel pressure P f according to revolution speed NEP.Particularly, when when step S311 pressure regulator abnormality detection sign FPRJDG is set to 1, that condition of step S310 or step S312 is satisfied in storage.In addition, will compare relation that fuel pressure Pf increases and compare the relation that fuel pressure Pf reduces with the relation shown in Fig. 3 and be stored as mapping respectively with the relation shown in Fig. 3.
When pressure regulator 44 break down (when the condition of step S312 satisfies) when making fuel pressure Pf greater than reference fuel pressure P f0, by utilizing the mapping of comparing fuel pressure Pf increase with the relation shown in Fig. 3, the estimated value of coming computing fuel pressure P f according to revolution speed NEP.In addition, when pressure regulator 44 break down (when the condition of step S310 satisfies) when making fuel pressure Pf less than reference fuel pressure P f0, by utilizing the mapping of comparing fuel pressure Pf reduction with the relation shown in Fig. 3, the estimated value of coming computing fuel pressure P f according to revolution speed NEP.Utilize this mode, break down according to pressure regulator 44 and to make fuel pressure raise still to be pressure regulator 44 to break down to make the fact that fuel pressure reduces, by the estimated value of utilizing different mappings to come computing fuel pressure P f, can make the estimated value of fuel pressure Pf become actual fuel pressure.The result is to control fuel injection amount better.
In addition, can come the intensity of anomaly of detected pressures regulator 44 by the A/F sensor calibration factor FAF of partiting step S310 and step S312 more subtly.According to the intensity of anomaly of pressure regulator 44, can utilize different mappings to come the estimated value of computing fuel pressure P f.
In the above-described embodiments, this control system is applied to the sulky vehicle motor.But the application of this control system is not limited to sulky vehicle, but can be applied to other vehicles.Particularly, this control system can be applied to dilly, as agri-vehicle, and sulky vehicle.Thus, in the vehicle of single system, also can suitably control fuel injection amount by utilization few extra cell of trying one's best.
Claims (12)
1, a kind of fuel injection controller of internal-combustion engine, it is applied to the fuel injection system of internal-combustion engine, described fuel injection system comprises the petrolift and the Fuelinjection nozzle of electricity operation, this Fuelinjection nozzle is used for the fuel from described petrolift discharging is ejected into described internal-combustion engine, and described fuel injection controller comprises:
Computing module, the valve that is used for calculating according to the operational condition of described internal-combustion engine described Fuelinjection nozzle is opened the time;
Control module, the valve that is used to control described Fuelinjection nozzle is opened the time with the fuel metering emitted dose;
Acquisition module is used to obtain the rotating speed of described petrolift;
Estimation module is used for the rotating speed based on described petrolift, utilizes predetermined pump characteristics to estimate to be discharged into from described petrolift the fuel pressure of described Fuelinjection nozzle; And
Correction module is used for opening the time based on the valve of being proofreaied and correct described Fuelinjection nozzle by the estimated fuel pressure of described fuel pressure estimation module.
2, the fuel injection controller of internal-combustion engine as claimed in claim 1, wherein
Described petrolift is driven by brushless motor, and the rotating speed of this brushless motor is controlled by the rotational speed control module that is used for the output pulse width modulation signal, and
Fast acquisition module calculate the rotating speed of described petrolift based on pulse-width signal from the output of described rotational speed control module.
3, the fuel injection controller of internal-combustion engine as claimed in claim 1 or 2, wherein
When the rotating speed of described petrolift during less than desired speed, described correction module is proofreaied and correct the valve of described Fuelinjection nozzle and is opened the time.
4, the fuel injection controller of internal-combustion engine as claimed in claim 1, wherein
When the rotating speed of described petrolift increased along with the startup of described internal-combustion engine, described correction module was proofreaied and correct the valve of described Fuelinjection nozzle and is opened the time.
5, the fuel injection controller of internal-combustion engine as claimed in claim 1, wherein
Described petrolift is driven by the electric energy from the generator that described internal-combustion engine drove, and
Described correction module is proofreaied and correct the valve of described Fuelinjection nozzle and is opened the time when the startup of described internal-combustion engine or idle running.
6, the fuel injection controller of internal-combustion engine as claimed in claim 1 also comprises:
The abnormality detection module is used for detecting unusual to the fuel system of described Fuelinjection nozzle fuel supplying;
Abnormal time fuel pressure estimation module is used for the rotating speed of the described petrolift that obtains based on described acquisition module, utilizes predetermined pump characteristics to estimate described fuel pressure when described fuel system is unusual; And
The abnormal time valve is opened the time adjustment module, during unusual in detecting described fuel system, described abnormal time valve is opened the valve that the time adjustment module proofreaies and correct described Fuelinjection nozzle based on the estimated fuel pressure of described abnormal time fuel pressure estimation module and is opened the time.
7, a kind of fuel injection controller of internal-combustion engine, it is applied to the fuel injection system of internal-combustion engine, described fuel injection system comprises the petrolift and the Fuelinjection nozzle of electricity operation, this Fuelinjection nozzle is used for the fuel from described petrolift discharging is ejected into described internal-combustion engine, and described fuel injection controller comprises:
Computing module, the valve that is used for calculating according to the operational condition of described internal-combustion engine described Fuelinjection nozzle is opened the time;
Control module, the valve that is used to control described Fuelinjection nozzle is opened the time with the fuel metering emitted dose;
Acquisition module is used to obtain the rotating speed of described petrolift;
The abnormality detection module is used for detecting unusual to the fuel system of described Fuelinjection nozzle fuel supplying;
Abnormal time fuel pressure estimation module is used for the rotating speed of the described petrolift that obtains based on described acquisition module, the fuel pressure when utilizing predetermined pump characteristics to estimate that described fuel system is unusual when described fuel system is unusual; And
The abnormal time valve is opened the time adjustment module, during unusual in detecting described fuel system, described abnormal time valve is opened the valve that the time adjustment module proofreaies and correct described Fuelinjection nozzle based on the estimated fuel pressure of described abnormal time fuel pressure estimation module and is opened the time.
8, the fuel injection controller of internal-combustion engine as claimed in claim 7, wherein
Described abnormality detection module is determined the abnormal state of described fuel system, and
Described abnormal time fuel pressure estimation module when described fuel system is unusual, is estimated fuel pressure based on one in a plurality of predetermined pump characteristicss according to the abnormal state of described fuel system.
9, the fuel injection controller of internal-combustion engine as claimed in claim 7, wherein
Described abnormality detection module determines that described fuel system is brought to fuel pressure and increases the abnormal state of side or be brought to the abnormal state that fuel pressure reduces side,
When described fuel system was brought to described fuel pressure and increases the abnormal state of side, described abnormal time valve was opened the time adjustment module and is proofreaied and correct the valve of the described Fuelinjection nozzle time of opening and open the time to shorten described valve, and
Wherein when described fuel system is brought to described fuel pressure and reduces the abnormal state of side, described abnormal time valve is opened the time adjustment module and is proofreaied and correct the valve of the described Fuelinjection nozzle time of opening and open the time to prolong described valve.
10, the fuel injection controller of internal-combustion engine as claimed in claim 7, wherein
Described fuel injection controller is applied to having the fuel injection system of the internal-combustion engine of pressure regulator, and described pressure regulator is used to regulate the pressure from the fuel of described petrolift discharging, and
Described abnormality detection module detects unusual in the described pressure regulator.
11, the fuel injection controller of internal-combustion engine as claimed in claim 1 also comprises:
The speed testing module is used to detect the rotating speed of described internal-combustion engine,
When wherein the rotating speed that detects described internal-combustion engine when described speed testing module was greater than desired speed, described estimation module stopped to estimate fuel pressure, and the valve that described correction module stops to proofread and correct described Fuelinjection nozzle is opened the time.
12, the fuel injection controller of internal-combustion engine as claimed in claim 1, wherein
Described fuel injection controller is applied to being installed in the fuel injection system of the internal-combustion engine in agri-vehicle or the sulky vehicle.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2006093079A JP4635938B2 (en) | 2006-03-30 | 2006-03-30 | Fuel injection amount control device for internal combustion engine |
| JP093079/2006 | 2006-03-30 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101046175A true CN101046175A (en) | 2007-10-03 |
| CN100575684C CN100575684C (en) | 2009-12-30 |
Family
ID=38636308
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200710091978A Active CN100575684C (en) | 2006-03-30 | 2007-03-30 | The fuel injection quantity control system that is used for internal-combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP4635938B2 (en) |
| CN (1) | CN100575684C (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102022210A (en) * | 2009-09-17 | 2011-04-20 | 罗伯特.博世有限公司 | Method for operating injection pump unit of fuel injection system of internal-combustion engine and controller of same |
| CN102192027A (en) * | 2010-03-19 | 2011-09-21 | 日立汽车系统株式会社 | Fuel supply control apparatus for engine, and fuel supply control method therefor |
| CN102562384A (en) * | 2010-12-17 | 2012-07-11 | 爱三工业株式会社 | Fuel supply apparatus |
| CN113202651A (en) * | 2021-04-27 | 2021-08-03 | 潍柴动力股份有限公司 | Injection valve fault detection method and device |
| CN113775450A (en) * | 2020-06-09 | 2021-12-10 | 丰田自动车株式会社 | Control device for fuel supply system |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4930454B2 (en) * | 2008-05-20 | 2012-05-16 | 株式会社デンソー | Fuel supply control device and fuel supply system using the same |
| JP5246003B2 (en) * | 2009-04-14 | 2013-07-24 | 株式会社デンソー | Fuel supply control device and fuel supply system using the same |
| JP5461380B2 (en) * | 2010-12-17 | 2014-04-02 | 愛三工業株式会社 | Pumping unit |
| JP5911316B2 (en) * | 2012-01-30 | 2016-04-27 | ダイハツ工業株式会社 | Control device for internal combustion engine |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3398978B2 (en) * | 1992-08-07 | 2003-04-21 | 株式会社デンソー | Motor drive |
| JP3843484B2 (en) * | 1995-07-31 | 2006-11-08 | 株式会社デンソー | Returnless internal combustion engine fuel supply device and adjustment method thereof |
| WO1997032122A1 (en) * | 1996-02-29 | 1997-09-04 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Device for supplying fuel for internal combustion engines |
| JP3427683B2 (en) * | 1997-07-24 | 2003-07-22 | 日産自動車株式会社 | Fuel supply device for internal combustion engine |
| JPH11182371A (en) * | 1997-12-19 | 1999-07-06 | Unisia Jecs Corp | Fuel supply device for internal combustion engine |
| JP4186369B2 (en) * | 2000-02-10 | 2008-11-26 | 株式会社デンソー | Electronically controlled fuel injection system |
| EP1359072A1 (en) * | 2002-04-30 | 2003-11-05 | Siemens Aktiengesellschaft | An apparatus for providing drive-off security in a motor vehicle environment |
| JP4372466B2 (en) * | 2003-06-19 | 2009-11-25 | 株式会社デンソー | Abnormality diagnosis device for high pressure fuel supply system of internal combustion engine |
-
2006
- 2006-03-30 JP JP2006093079A patent/JP4635938B2/en active Active
-
2007
- 2007-03-30 CN CN200710091978A patent/CN100575684C/en active Active
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102022210A (en) * | 2009-09-17 | 2011-04-20 | 罗伯特.博世有限公司 | Method for operating injection pump unit of fuel injection system of internal-combustion engine and controller of same |
| CN102022210B (en) * | 2009-09-17 | 2016-04-20 | 罗伯特.博世有限公司 | For method and the controller of the jet pump units of operation of combustion engine |
| CN102192027A (en) * | 2010-03-19 | 2011-09-21 | 日立汽车系统株式会社 | Fuel supply control apparatus for engine, and fuel supply control method therefor |
| CN102192027B (en) * | 2010-03-19 | 2015-05-06 | 日立汽车系统株式会社 | Fuel supply control apparatus for engine, and fuel supply control method therefor |
| CN102562384A (en) * | 2010-12-17 | 2012-07-11 | 爱三工业株式会社 | Fuel supply apparatus |
| CN102562384B (en) * | 2010-12-17 | 2014-09-24 | 爱三工业株式会社 | Fuel supply apparatus |
| US8932026B2 (en) | 2010-12-17 | 2015-01-13 | Aisan Kogyo Kabushiki Kaisha | Fuel supply apparatus |
| CN113775450A (en) * | 2020-06-09 | 2021-12-10 | 丰田自动车株式会社 | Control device for fuel supply system |
| CN113775450B (en) * | 2020-06-09 | 2023-02-17 | 丰田自动车株式会社 | Control device for fuel supply system |
| CN113202651A (en) * | 2021-04-27 | 2021-08-03 | 潍柴动力股份有限公司 | Injection valve fault detection method and device |
| CN113202651B (en) * | 2021-04-27 | 2022-08-05 | 潍柴动力股份有限公司 | Injection valve fault detection method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN100575684C (en) | 2009-12-30 |
| JP2007263090A (en) | 2007-10-11 |
| JP4635938B2 (en) | 2011-02-23 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101046175A (en) | Fuel injection quantity control system for internal combustion engine | |
| US7983831B2 (en) | Control apparatus and method for internal combustion engine and fuel property determining apparatus and method | |
| CN101418742B (en) | Cylinder characteristic variation sensing device | |
| CN1693690A (en) | Fuel injection system | |
| US8442745B2 (en) | Fuel supply apparatus for internal combustion engine and control method thereof | |
| CN101397944B (en) | Internal combustion engine control device | |
| US7726284B2 (en) | Fuel supply system of internal combustion engine | |
| CN1247884C (en) | Fuel jetting controller for internal combustion engine | |
| JP4710961B2 (en) | Fuel property detection device | |
| US7603981B2 (en) | Improper fuel mixing determining apparatus for internal combustion engine | |
| CN1873206A (en) | Fuel injection device for internal combustion engine | |
| US9239022B2 (en) | Control device of internal combustion engine | |
| US20100163000A1 (en) | Apparatus and method for controlling a fuel injector under abnormal conditions | |
| CN1576564A (en) | Control device and control method for automobile | |
| US10308103B2 (en) | Vehicle | |
| CN102619634B (en) | Fuel injection control apparatus for internal combustion engine | |
| EP2837806B1 (en) | Control device for gasoline engine | |
| JP5086228B2 (en) | Operation control device for internal combustion engine | |
| EP2843219B1 (en) | Control device for internal combustion engine | |
| JP2013253560A (en) | Fuel supply device | |
| US8200412B2 (en) | Controller for internal combustion engine | |
| JP2011085020A (en) | Atmosphere learning device for oxygen concentration sensor | |
| JP4743147B2 (en) | Control device for electric fluid pump | |
| CN101876276B (en) | Control system and method for controlling engine in response to detecting out of range pressure signal | |
| CN100545461C (en) | The control apparatus of electric motor driven oil hydraulic pump |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |