CN102691585B - Motor control apparatus - Google Patents
Motor control apparatus Download PDFInfo
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- CN102691585B CN102691585B CN201210080726.1A CN201210080726A CN102691585B CN 102691585 B CN102691585 B CN 102691585B CN 201210080726 A CN201210080726 A CN 201210080726A CN 102691585 B CN102691585 B CN 102691585B
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Abstract
The invention provides a motor control apparatus, which can not only reduce the data capacity required by high correction of fuel injection without pressure sensors such as an air pressure sensor or an air inlet sensor but also achieves good start performance, and unnecessary fuel injection is inhibated. Air density correction MAS and primary value TIS of the fuel injection amount at the start time are considered by a primary injection amount calculation part (108a), as the injection fuel amount much less than the base fuel injection amount corresponding to the motor temperature, a fuel addition control portion (108b) increases the air density correction MAS, the fuel injection amount TIS at the start time of the motor (1) is increased, after explosion injection amount calculation portion (108c) is completely calculates the fuel injection amount (TI) after complete explosion of the motor (1) by increase the air density index MAS by the fuel addition control portion 108b after the motor (1) is completely exploded.
Description
Technical field
The present invention relates to engine controlling unit, particularly relate to the engine controlling unit of the fuel injection amount of the motor controlling the moving bodys such as vehicle.
Background technique
In recent years, in the moving bodys such as vehicle, the fuel feed to motor is controlled with the form that the degrees of freedom corresponding with the operation of throttle operation parts is high in order to avoid the complicated of mechanical structure, and adopt and possess the engine controlling unit of fuel injection control mechanism, this fuel injection control mechanism electronically controls the fuel feed of motor while from oil sprayer burner oil.
In addition, in such motor, when the move body postures such as vehicle are in highland, according to barometric pressure reduce, suck air quantity reduce situation, the fuel quantity relative surplus in mixed gas, mixed gas need not be changed to denseer state.Like this when mixed gas need not ground become denseer state time, there is change in the cornering ability of not only such vehicle etc., also likely the chemical compositions of waste gas occurs unnecessary change than also, and consumes fuel unnecessary.
Therefore, propose there is following engine controlling unit structure: even if when making barometric pressure reduce according to the height of the moving bodys such as vehicle and suck air quantity minimizing, also easy structure can be utilized realize air fuel ratio same when to be positioned at low ground with such vehicle etc., and do not need to set up and detect atmospheric pressure transducer, existing pressure transducer can be utilized obtain actual height and barometric pressure, and the fuel injection amount corresponding to the height of reality and barometric pressure is provided.
In such a case, about electronic control fuel injection device, patent documentation 1 discloses following structure: the quality air quantity sensor possessing the suction air quantity of engine speed detecting sensor, throttle valve sensor and detection motor, by more previous engine parameter and current engine parameter, do not use atmosphere pressure sensor just can detect height.
In addition, about the fuel control unit of motor, patent documentation 2 discloses following structure: possess with absolute value to detect the pressure transducer of the air-distributor pressure of motor, and the detected pressures of such pressure transducer is used as the barometric pressure before engine rotation.
[patent documentation 1] Japan Patent the 02936749th publication
[patent documentation 2] Japanese Patent Publication 07-037773 publication
But, according to the research of the present inventor, in the structure disclosed in patent documentation 1, need the quality air quantity sensor itself that the suction air quantity detecting motor is set, therefore structure comparison is miscellaneous, and, in order to comparison engine parameter, also need to prepare various mapping (enum) data in advance, for whole control gear, the data volume that should prepare significantly increases, and structure becomes miscellaneous, and demonstrates the tendency being difficult to realize cost degradation consumingly.
In addition, according to the structure disclosed in patent documentation 2, need to arrange the pressure transducer itself detecting the air-distributor pressure of motor with absolute value, so structure is miscellaneous and demonstrate the tendency being difficult to realize cost degradation consumingly.
Namely, present situation residing at present expects to provide engine controlling unit as described below: can either cut down the data capacity needed for the correction of highland of fuel injection amount and not adopt various pressure transducer, good startability can be realized again, and the fuel of unnecessary fuel quantity can be suppressed to spray.
Summary of the invention
The present invention makes according to above research, its object is to provide engine controlling unit as described below: the data capacity needed for the correction of highland of fuel injection amount can either be cut down and do not adopt atmosphere pressure sensor or air inlet pressure sensor pressure transducer, good startability can be realized again, and the fuel of unnecessary fuel quantity can be suppressed to spray.
In order to reach the above object, the technological scheme of a first aspect of the present invention is a kind of engine controlling unit, it possesses: initial injection quantity calculating part, it considers the 1st air density correction of carrying out the revised regulation in highland, original fuel injection amount when calculation engine starts, as the original fuel injection amount fewer than the basic fuel injection amount corresponding to above-mentioned engine temperature; Fuel increases control device, and it, by increasing above-mentioned 1st air density correction successively, makes above-mentioned original fuel injection amount increase successively; And crush rear emitted dose calculating part, after becoming crushing of above-mentioned motor corresponding to the situation that crushes more than reference value with the rotating speed of above-mentioned motor after above-mentioned engine start, consider to increase by above-mentioned fuel the air density correction that control device increases successively, calculate the fuel injection amount after the crushing of above-mentioned motor.
In addition, the present invention also provides the technological scheme of the 2nd following aspect except the technological scheme of the 1st aspect: this engine controlling unit also possesses air density correction calculating part, it is after above-mentioned motor crushes, consider the air density correction increased successively by above-mentioned fuel increase control device, calculate the 2nd air density correction, above-mentioned crush rear emitted dose calculating part consider above-mentioned 2nd air density correction, calculate above-mentioned motor crush after fuel injection amount.
In addition, the present invention also provides the technological scheme of the 3rd following aspect except the technological scheme of the 2nd aspect: the lambda sensor of above-mentioned air density correction calculating part in the vent systems being installed on above-mentioned motor activates and before the lambda sensor feedback correction coefficient corresponding to the output value from above-mentioned lambda sensor restrain, the air density correction increased successively by above-mentioned fuel increase control device is set as above-mentioned 2nd air density correction.
In addition, the present invention also provides the technological scheme of the 4th following aspect except the technological scheme of the 3rd aspect: above-mentioned air density correction calculating part is after above-mentioned lambda sensor activates and above-mentioned lambda sensor feedback correction coefficient is restrained, when the deviation of above-mentioned lambda sensor feedback correction coefficient becomes more than specified value, further consider that above-mentioned lambda sensor feedback correction coefficient is to calculate above-mentioned 2nd air density correction.
According to the engine controlling unit of the technological scheme of the present invention the 1st aspect, possess: initial injection quantity calculating part, the revised regulation in highland the 1st air density correction is carried out in its consideration, original fuel injection amount when calculation engine starts, as the original fuel injection amount fewer than the basic fuel injection amount corresponding to the temperature of motor; Fuel increases control device, and it, by increasing by the 1st air density correction successively, makes original fuel injection amount increase successively; And crush rear emitted dose calculating part, it is being crush after motor corresponding to the situation of more than reference value crush with the rotating speed of engine start rear engine, consider the air density correction increased successively by fuel increase control device, come calculation engine crush after fuel injection amount, the data capacity needed for the correction of highland of fuel injection amount can either be cut down thus and do not adopt atmosphere pressure sensor and air inlet pressure sensor pressure transducer, good startability can be realized again, and the fuel of unnecessary fuel quantity can be suppressed to spray.
In addition, according to the engine controlling unit of the technological scheme of the present invention the 2nd aspect, also possesses air density correction calculating part, it is after motor crushes, consider that the air density correction increased successively by fuel increase control device calculates the 2nd air density correction, crush rear emitted dose calculating part and consider that the 2nd air density correction carrys out the fuel injection amount after crushing of calculation engine, good startability can be realized thus, and the fuel of the unnecessary fuel quantity of motor after crushing can be suppressed more reliably to spray.
In addition, according to the engine controlling unit of the technological scheme of the present invention the 3rd aspect, the lambda sensor of air density correction calculating part in the vent systems being installed on motor activates and before the lambda sensor feedback correction coefficient corresponding to the output value from lambda sensor restrain, the air density correction increasing control device by fuel and increase successively is set as the 2nd air density correction, can realize good startability thus, and the fuel of unnecessary fuel quantity after motor can being suppressed to crush according to the working state of lambda sensor sprays.
In addition, according to the engine controlling unit of the technological scheme of the present invention the 4th aspect, air density correction calculating part is after lambda sensor activates and lambda sensor feedback correction coefficient is restrained, when the deviation of lambda sensor feedback correction coefficient is more than specified value, further consider lambda sensor feedback correction coefficient to calculate the 2nd air density correction, good startability can be realized thus, and the fuel of the unnecessary fuel quantity after crushing of motor can be suppressed more reliably to spray according to the working state of lambda sensor.
Accompanying drawing explanation
Fig. 1 is the schematic diagram of the structure of motor engine controlling unit in embodiment of the present invention being shown and applying this engine controlling unit.
Fig. 2 is the flow chart of the control treatment of the engine controlling unit illustrated in present embodiment.Specifically, (a) is the flow chart of the overall flow that this engine control process is shown, (b) is the flow chart of fuel injection amount computing flow process when the startup in the engine control process shown in (a) is shown.
Fig. 3 is the flow chart crushing rear air density correction computing flow process illustrated in the engine control process shown in Fig. 2 (a).
Fig. 4 is the sequential chart of the concrete example for illustration of the engine control process in present embodiment, a () is the sequential chart that air density correction MAS, MA and lambda sensor feedback correction coefficient MG, MGR are shown, (b) is the sequential chart that engine speed NE and fuel injection amount TIS, TI are shown.
Symbol description
1 ... motor
2 ... cylinder block
3 ... cooling-water temperature sensor
4 ... piston
5 ... connecting rod
6 ... bent axle
7 ... CKP
8 ... cylinder head
9 ... firing chamber
10 ... spark plug
11 ... inlet air pathway
12 ... suction valve
13 ... oil sprayer
14 ... throttle valve
15 ... throttle valve opening sensor
16 ... exhaust passageway
17 ... outlet valve
18 ... catalyst changer
19 ... lambda sensor
100 ... engine controlling unit
101 ... corner signal detection unit
102 ... throttle valve opening detection unit
103 ... lambda sensor output detections portion
104 ... engine temperature detection unit
105 ... storage
105a…ROM
105b…RAM
105c…EEPROM
106 ... engine speed calculating portion
107 ... air density correction calculating part
108 ... fuel injection amount control device
108a ... initial injection quantity calculating part
108b ... fuel increases control device
108c ... crush rear emitted dose calculating part
109 ... ignition timing control device
Embodiment
Below, the engine controlling unit in embodiment of the present invention is suitably described in detail with reference to accompanying drawing.
[structure of motor]
First, the engine structure of the engine controlling unit applied in embodiment of the present invention is described in detail with reference to Fig. 1.
Fig. 1 is the schematic diagram of the structure of motor engine controlling unit in present embodiment being shown and applying this engine controlling unit.
As shown in Figure 1, motor 1 is the internal-combustion engines such as the petrol engine be equipped in moving bodys such as omitting illustrated vehicle, typically, comprises the cylinder block 2 with multiple cylinder.In addition, for convenience of explanation, 1 cylinder is only shown in the drawings.
Cooling water for cooled engine 1 circulates in the sidewall of cylinder block 2, is formed and omits illustrated cooling water path.Cooling-water temperature sensor 3 is provided with in such cooling water path.Cooling-water temperature sensor 3 detects and flows through the temperature of the cooling water of cooling water path and the temperature of motor 1, and exports this checkout value to engine controlling unit 100 as voltage signal.In addition, when motor 1 is air-cooling type, the temperature transducer of the temperature being applicable to detection motor 1 can be set to replace cooling-water temperature sensor 3.
Piston 4 is had in the internal configurations of cylinder block 2.Piston 4 is connected with bent axle 6 via connecting rod 5.CKP 7 is provided with near this bent axle 6.CKP 7 detects the angle of swing of bent axle 6, and exports this checkout value to engine controlling unit 100 as voltage signal.
On the top of cylinder block 2, cylinder head 8 is installed.Formation firing chamber, space 9 between piston 4 and cylinder head 8.
The spark plug 10 that the mixed gas in firing chamber 9 is lighted a fire is provided with in cylinder head 8.The firing action energising of omitting illustrated spark coil being controlled to this spark plug 10 is controlled by engine controlling unit 100.
In addition, cylinder head 8 is provided with the inlet air pathway 11 be communicated with firing chamber 9.Firing chamber 9 with the joint of inlet air pathway 11 are provided with suction valve 12.Inlet air pathway 11 is provided with the oil sprayer 13 to its internal spray fuel.In addition, in inlet air pathway 11, the upstream side of oil sprayer 13 is provided with throttle valve 14.Throttle valve opening sensor 15 is provided with near throttle valve 14.Throttle valve opening sensor 15 detects the aperture of throttle valve 14 and exports this checkout value to engine controlling unit 100 as voltage signal.In addition, also oil sprayer 13 can be set in cylinder head 8, make directly to burner oil in firing chamber 9.
In addition, cylinder head 8 is provided with the exhaust passageway 16 be communicated with firing chamber 9.Firing chamber 9 and the joint of exhaust passageway 16 are provided with outlet valve 17.Exhaust passageway 16 is provided with the catalyst changer 18 for the waste gas of purifying engine 1.The upstream of the catalyst changer 18 in exhaust passageway 16 is provided with lambda sensor 19.Lambda sensor 19 detects the oxygen concentration in the waste gas of motor 1, and exports this checkout value to engine controlling unit 100 as voltage signal.
[structure of engine controlling unit]
Then, the structure of the engine controlling unit in embodiment of the present invention is illustrated in greater detail with reference to Fig. 1.
As shown in Figure 1, engine controlling unit 100 is typically configured to possess microcomputer to carry out the electric control device (ECU:Electric Control Unit) of calculation process, and provide electric power by the illustrated battery of the omission of equipping on the moving bodys such as vehicle, carry out work.This engine controlling unit 100 possesses: corner signal detection unit 101, throttle valve opening detection unit 102, lambda sensor output detections portion 103, engine temperature detection unit 104, storage 105, engine speed calculating portion 106, air density correction calculating part 107, fuel injection amount control device 108 and ignition timing control device 109.In addition, such corner signal detection unit 101, throttle valve opening detection unit 102, lambda sensor output detections portion 103, engine temperature detection unit 104, engine speed calculating portion 106, air density correction calculating part 107, fuel injection amount control device 108 and ignition timing control device 109 are illustrated respectively as the function module of calculation process.In addition, air density correction calculating part 107 also can be set to the function module of the inside of fuel injection amount control device 108.
Specifically, corner signal detection unit 101 reads in the voltage signal exported from CKP 7, detects the angle of swing of bent axle 6, and export this checkout value to engine speed calculating portion 106 according to this voltage signal.Throttle valve opening detection unit 102 detects the aperture of throttle valve 14 according to the voltage signal exported from throttle valve opening sensor 15, and exports this checkout value to fuel injection amount control device 108.
The voltage signal exported from lambda sensor 19 is read in lambda sensor output detections portion 103, lambda sensor output voltage VG is detected according to this voltage signal, and respectively according to this lambda sensor output voltage VG perform the activation judgement of lambda sensor 19, the calculating of lambda sensor feedback correction coefficient MG, the convergence judgement of lambda sensor feedback correction coefficient MG and lambda sensor feedback correction coefficient MG deviation judge, export their calculated value and judged result to air density correction calculating part 107.In addition, lambda sensor output detections portion 103 can only possess read in from lambda sensor 19 export voltage signal to detect the function of lambda sensor output voltage VG, in the case, if arrange in addition perform respectively the activation judgement of lambda sensor 19, the calculating of lambda sensor feedback correction coefficient MG, the convergence judgement of lambda sensor feedback correction coefficient MG and lambda sensor feedback correction coefficient MG deviation judge and their calculated value and judged result exported to the calculating arbitration functions module of air density correction calculating part 107.
Engine temperature detection unit 104 reads in the voltage signal exported from cooling-water temperature sensor 3, detects the temperature of motor 1, and export this checkout value to fuel injection amount control device 108 according to this voltage signal.
Storage 105 possesses: the various storagies such as ROM (Read Only Memory: ROM (read-only memory)) 105a, RAM (RandomAccess Memory: random access memory) 105b, EEPROM (Electronically Erasable andProgrammable Read Only Memory: electricity can insert programmable read only memory) 105c.ROM105a stores various control program for controlling motor 1 and for various data such as the control datas that controls motor 1.As various control data, include, for example the mapping (enum) data of the basic fuel injection amount corresponding with engine speed and throttle valve opening, the basic fuel injection amount corresponding with engine temperature mapping (enum) data, for judge the state that crushes of motor 1 reference rotation speed value (crushing reference value) and carry out highland revised air density correction MAS (the 1st air density correction correction factor) value etc.In addition, as the various data stored in RAM105b and EEPROM105c, the value etc. of the data of the various calculated values that engine controlling unit 100 calculates or the various marks set by engine controlling unit 100 can be enumerated.In addition, this storage 105 also can be arranged on the outside of engine controlling unit 100 in addition.
Engine speed calculating portion 106 calculates the rotating speed of motor 1 according to the checkout value of the angle of swing of the bent axle 6 exported from corner signal detection unit 101, and exports this calculated value to fuel injection amount control device 108 and ignition timing control device 109 respectively.
Air density correction calculating part 107 utilizes from the calculated value in lambda sensor output detections portion 103 and the such various output value of judged result and the various data that are stored in storage 105, mainly calculate the air density correction of motor 1 after crushing namely crush after air density correction MA (the 2nd air density correction), and export this calculated value to fuel injection amount control device 108 and ignition timing control device 109 respectively.
Fuel injection amount control device 108 possesses initial injection quantity calculating part 108a, fuel increases control device 108b and crushes the function module that rear emitted dose calculating part 108c is used as this calculation process, started by motor 1, arrive the state of crushing and maintain the process that this crushes state, control the fuel injection amount of oil sprayer 13.In addition, in starting at motor 1, arriving the process that crushes, initial injection quantity calculating part 108a and fuel increase control device 108b fuel injection amount control device 108 according to the initial value TISI of fuel injection amount when starting and start time fuel injection amount TIS spray fuel from oil sprayer 13 time play function, after the crushing of motor 1, crush when the fuel injection amount TI of rear emitted dose calculating part 108c after fuel injection amount control device 108 crushes according to motor sprays fuel from oil sprayer 13 and play function.
Ignition timing control device 109 is by controlling, to the "on" position omitting illustrated spark coil, to control the firing action of spark plug 10.
[engine control process]
There is the engine controlling unit 100 of above this structure by performing engine control process shown below, both the data capacity needed for the correction of highland of fuel injection amount be can cut down and atmosphere pressure sensor or air inlet pressure sensor pressure transducer do not adopted, good startability can be realized again, and suppress the fuel of unnecessary fuel quantity to spray.Below, with reference to the flow chart shown in Fig. 2 and Fig. 3, describe the action of the engine controlling unit 100 when performing this engine control process in detail.
Fig. 2 (a) is the flow chart of the overall flow of the engine control process illustrated in present embodiment.
Engine control process shown in Fig. 2 (a) switches to the moment of on state from off state in the ignition switch of the moving bodys such as vehicle, engine control process enters into the process of step S1.In addition, for motor 1 each rotation and repeatedly start to perform this engine control process.In addition, read by engine controlling unit 100 and the control program performed in the ROM105a being stored in storage 105 to realize this engine control process.
In the process of step S1, engine speed calculating portion 106 calculates the rotating speed NE of motor 1 according to the checkout value of the angle of swing of the expression bent axle 6 exported from corner signal detection unit 101, to represent that the electrical signal of this engine speed NE calculated exports fuel injection amount control device 108 and ignition timing control device 109 respectively to, wherein, this corner signal detection unit 101 is transfused to the voltage signal from CKP 7.Thus, the process of step S1 terminates, and engine control process enters into the process of step S2.
In the process of step S2, throttle valve opening detection unit 102 detects the aperture TH of throttle valve 14 according to the voltage signal exported from throttle valve opening sensor 15, exports the electrical signal of the aperture TH of the throttle valve 14 detected by expression to fuel injection amount control device 108.Thus, the process of step S2 terminates, and engine control process enters into the process of step S3.
In the process of step S3, engine temperature detection unit 104 detects the temperature TW of motor 1 according to the voltage signal exported from cooling-water temperature sensor 3, and exports the electrical signal of the temperature TW of the motor 1 detected by expression to fuel injection amount control device 108.Thus, the process of step S3 terminates, and engine control process enters into the process of step S4.
In the process of step S4, fuel injection amount control device 108 differentiates whether the engine speed NE calculated by the process of step S1 is more than the reference rotation speed (crushing reference value) of regulation.Here, this reference rotation speed is redefined for the value of the large established amount of rotating speed when starting than motor 1, and is stored in ROM105a, fuel injection amount control device 108 reads and uses this value be stored in ROM105a.Differentiate result be engine speed NE be less than the reference rotation speed of regulation time, fuel injection amount control device 108 is judged as that motor 1 does not crush, and engine control process enters into the process of step S5.On the other hand, when differentiating result to be engine speed NE be and being more than the reference rotation speed of regulation, fuel injection amount control device 108 is judged as that motor 1 crushes, and engine control process enters into the process of step S6.
In the process of step S5, fuel injection amount control device 108 performs fuel injection amount computing when starting, when this startup in fuel injection amount computing, when calculating engine start, specifically from motor 1 starts to crushing during fuel injection amount.Later, fuel injection amount computing when describing this startup in detail with reference to the flow chart shown in Fig. 2 (b).Thus, the process of step S5 terminates, and a series of engine control process terminates.
On the other hand, in the process of step S6, lambda sensor output detections portion 103 receives the voltage signal exported from lambda sensor 19, detects lambda sensor output voltage VG according to this voltage signal.Thus, the process of step S6 terminates, and engine control process enters into the process of step S7.
In the process of step S7, the value of the lambda sensor output voltage VG that lambda sensor output detections portion 103 detects according to the process by step S6, differentiate the lambda sensor output voltage VG whether detected with the oxygen concentration respective change in the waste gas of motor 1, differentiate whether lambda sensor 19 activates thus.Be when not detecting this lambda sensor output voltage VG in differentiation result, lambda sensor output detections portion 103 is judged as that lambda sensor 19 does not activate, and engine control process enters into the process of step S9.On the other hand, differentiation result be that when detecting this lambda sensor output voltage VG, lambda sensor output detections portion 103 is judged as that lambda sensor 19 activates, and engine control process enters into the process of step S8.
In the process of step S8, lambda sensor output detections portion 103 reduces lambda sensor feedback correction coefficient MG when such as lambda sensor output voltage VG is more than specified value (such as more than 0.45 volt), lambda sensor feedback correction coefficient MG is increased when lambda sensor output voltage VG is less than specified value (being such as less than 0.45 volt), lambda sensor feedback correction coefficient MG is calculated accordingly thus with the oxygen concentration in the waste gas of motor 1, the air fuel ratio of motor 1 is made to reach chemically correct fuel, and will represent that the electrical signal of the lambda sensor feedback correction coefficient MG calculated exports air density correction calculating part 107 to.Thus, the process of step S8 terminates, and engine control process enters into the process of step S9.
In the process of step S9, air density correction calculating part 107 performs and crushes rear air density correction computing, after this crushes in air density correction computing, calculate the air density correction of motor 1 after crushing namely crush after air density correction MA (the 2nd air density correction).Later, come to describe this in detail with reference to the flow chart shown in Fig. 3 and crush rear air density correction computing.Thus, the process of step S9 terminates, and engine control process enters into the process of step S10.
In the process of step S10, crush rear emitted dose calculating part 108c reads the basic fuel injection amount corresponding with engine speed NE and throttle valve opening TH mapping (enum) data from ROM105a, and calculate the basic fuel injection amount corresponding with the engine speed NE that the process by step S1 and step S2 obtains and throttle valve opening TH according to this mapping (enum) data.Then, crush rear emitted dose calculating part 108c by by the basic fuel injection amount calculated like this with in the process of step S9 by air density correction calculating part 107 calculate crush after air density correction MA be multiplied, calculate the fuel injection amount of motor 1 after crushing namely crush after fuel injection amount TI.Then, fuel injection amount control device 108 crushes according to what crush that rear emitted dose calculating part 108c calculates the fuel injection amount that rear fuel injection amount TI controls oil sprayer 13, and the rear fuel that crushes implementing to spray from oil sprayer 13 fuel sprays.Thus, the process of step S10 terminates, and a series of engine control process terminates.In addition, as the control parameters of engine of the mapping (enum) data of this basic fuel injection amount, engine speed NE and throttle valve opening TH can be enumerated be used as realizing parameter that is easy and that control reliably, but be not limited to this, can select to adopt other control parameters of engine with suitably accepting or rejecting as required.
[during startup fuel injection amount computing]
Then, the action of the engine controlling unit 100 when describing with reference to the flow chart shown in Fig. 2 (b) startup performed in this engine control process in detail during fuel injection amount computing.
Fig. 2 (b) is the flow chart of fuel injection amount computing flow process when the startup in the engine control process shown in Fig. 2 (a) is shown.
During startup shown in Fig. 2 (b), fuel injection amount computing is in the process of the step S4 shown in Fig. 2 (a), be judged as that the moment that motor 1 does not crush starts, and during startup, fuel injection amount computing enters into the process of step S21.
In the process of step S21, fuel injection amount control device 108 reads the value at middle complete marks of calculation of initial value stored such as RAM105b, and differentiates whether this value is 1, differentiates whether the initial value TISI of fuel injection amount during startup calculates thus.When the value that differentiation result is the complete mark of calculation of initial value is 1, when fuel injection amount control device 108 is judged as starting, the initial value TISI of fuel injection amount calculates, and during startup, fuel injection amount computing enters into the process of step S24.On the other hand, when the value that differentiation result is the complete mark of calculation of initial value is 0, when fuel injection amount control device 108 is judged as starting, the initial value TISI of fuel injection amount does not calculate complete, and during startup, fuel injection amount computing enters into the process of step S22.
In the process of step S22, initial injection quantity calculating part 108a reads the mapping (enum) data of the basic fuel injection amount corresponding with engine temperature TW from ROM105a, the basic fuel injection amount corresponding with the engine temperature TW utilizing the process of step S3 to obtain is calculated according to this mapping (enum) data, and the value of carrying out the revised air density correction MAS in highland (the 1st air density correction correction factor) is read from ROM105a, the value of then the basic fuel injection amount calculated and this being carried out the revised air density correction MAS in highland is multiplied, calculate the initial value TISI of fuel injection amount during startup thus.Further, initial injection quantity calculating part 108a this is calculated startup time fuel injection amount the value of initial value TISI be stored in RAM105b etc.According to this process, original fuel injection amount when only being started by motor 1 is set as the fuel injection amount fewer than the basic fuel injection amount corresponding to engine temperature TW.In addition, as the control parameters of engine of the mapping (enum) data of this basic fuel injection amount, engine temperature TW can be enumerated be used as realizing parameter that is easy and that control reliably, but be not limited to this, can also select to adopt other control parameters of engine with suitably accepting or rejecting as required.
Here, by carrying out the reason that highly revised air density correction MAS is multiplied with basic fuel injection amount be, consider the situation of the move body postures such as vehicle ato unit 1 in eminence, by original fuel injection amount during ato unit 1, as original fuel injection amount when being adapted at the move body postures such as vehicle make motor 1 crush in low being located in engine start during ato unit 1, namely fewer than the basic fuel injection amount corresponding with engine temperature TW value, thus, in fact the most applicable fuel injection amount crushed when eminence ato unit 1 can reliably be obtained.In other words, if by too much for the original fuel injection amount setting when the engine start of eminence, although then motor 1 easily crushes, but mixed gas does not need to continue to maintain denseer state, thus the optimal fuel injection amount of eminence cannot be obtained, so adopt to not produce such situation the structure tackled.Thus, the process of step S22 terminates, and during startup, fuel injection amount computing enters into the process of step S23.In addition specifically, here think that highland is absolute altitude about 2000m, as carrying out the revised air density correction MAS in highland, adopt the value of original fuel injection when to make when may be provided in the position ato unit 1 being equivalent to absolute altitude 2000m motor 1 crush required engine start, in the case, this value is such as set as 0.8.
In the process of step S23, the value of complete for calculation of initial value mark is set as 1 and is stored in RAM105b etc. by fuel injection amount control device 108, and the complete mark of this calculation of initial value represents the situation of the initial value TISI of fuel injection amount when having calculated startup.Thus, the process of step S23 terminates, and during startup, fuel injection amount computing enters into the process of step S28.
On the other hand, in the process of step S24, fuel injection amount control device 108 reads the value of carrying out the revised air density correction MAS in highland from ROM105a, or utilize the process of previous step S26 to read the value at middle air density correction MAS increased stored such as RAM105b, whether the value read-out by differentiation is more than specified value.When differentiating that result be read-out value is more than specified value, during startup, fuel injection amount computing enters into the process of step S25.On the other hand, differentiate result be read-out value be less than specified value time, during startup, fuel injection amount computing enters into the process of step S26.Here, differentiated specified value is set as 1, this value 1 be when starting from motor 1 to mixed gas in process when crushing can not because of need not ground increase start time fuel injection amount and the value of the air density correction MAS of denseer state need not be become in ground.
In the process of step S25, the value of carrying out the revised air density correction MAS in highland is set as 1 by fuel injection amount control device 108, and the value of the revised air density correction MAS in set carrying out highland is stored in RAM105b etc.By utilizing this process that the value of air density correction MAS is set as 1, suppress to become the situation of denseer state in ground when starting from motor 1 to mixed gas in process when crushing.Thus, the process of step S25 terminates, and during startup, fuel injection amount computing enters into the process of step S27.
In the process of step S26, fuel increases control device 108b from ROM105a, reads the value of carrying out the revised air density correction MAS in highland, or utilize the process of previous step S26 to read the value of the air density correction MAS increased in middle storages such as RAM105b, and this value is added with the specified value being less than 1, thus increase the value of carrying out the revised air density correction MAS in highland, and the value of the air density correction MAS this increased is stored in RAM105b etc.According to this process, carrying out the revised air density correction MAS in highland increases specified value to upgrade according to each rotation of motor 1 successively.Thus, the process of step S26 terminates, and during startup, fuel injection amount computing enters into the process of step S27.Here, the specified value that the ratio 1 for being added is little to depend on from motor 1 starts time to crushing etc. and considers increase to decide several times, as long as be such as set as the value of than 1 fully little 0.03.
In the process of step S27, initial injection quantity calculating part 108a utilizes the process of the process of step S25 or step S26 to read the value at middle air density correction MAS increased stored such as RAM105b, and utilize the process of step S22 to read the initial value TISI of the fuel injection amount when the startup of the middle storages such as RAM105b, then these values are made to be multiplied, fuel injection amount TIS when calculating the startup increased successively from the initial value TISI of fuel injection amount when starting thus, is stored into the value of fuel injection amount TIS during calculated startup in RAM105b etc.By this process, during startup, fuel injection amount TIS is according to the air density correction MAS increased successively in the process of step S26, increases successively according to each rotation of motor 1 and upgrades.Thus, the process of step S27 terminates, and during startup, fuel injection amount computing enters into the process of step S28.
In the process of step S28, fuel injection amount control device 108 utilizes the process of step S22 to read the initial value TISI of the fuel injection amount when the startup of the middle storages such as RAM105b, or utilize the process of step S27 to read the value of the fuel injection amount TIS when the startup of the middle storages such as RAM105b, and the fuel injection amount of oil sprayer 13 is controlled according to this value, when implementing to spray the startup of fuel from oil sprayer 13, fuel sprays.Thus, the process of step S28 terminates, and during a series of startup, fuel injection amount computing terminates, and a series of engine control process shown in Fig. 2 (a) also terminates in the lump.
[crushing rear air density correction computing]
Then, with reference to the flow chart shown in Fig. 3, describe in detail perform in the engine control process shown in Fig. 2 (a) crush rear air density correction computing time the action of engine controlling unit 100.
Fig. 3 is the flow chart crushing the flow process of rear air density correction computing illustrated in the engine control process shown in Fig. 2 (a).
Flow chart shown in Fig. 3 in the process of the step S7 shown in Fig. 2 (a), is determined as moment that lambda sensor 19 do not have to activate or the moment that the process of the step S8 shown in Fig. 2 (a) has terminated starts, and crushes the process that rear air density correction computing enters into step S31.
In the process of step S31, fuel injection amount control device 108 read store in RAM105b etc. crush after air density correction calculate the value of complete mark, and differentiate whether this value is 1, differentiate thus motor 1 crush later air density correction namely crush after air density correction MA (the 2nd air density correction) whether calculate.Differentiate result be crush after the air density correction value that calculates complete mark be 1 time, fuel injection amount control device 108 is judged as that crushing rear air density correction MA calculates, and crushes the process that rear air density correction computing enters into step S34.On the other hand, differentiate result be crush after the air density correction value that calculates complete mark be 0 time, fuel injection amount control device 108 is judged as that crushing rear air density correction MA does not calculate complete, crushes the process that rear air density correction computing enters into step S32.
In the process of step S32, air density correction calculating part 107 reads the value of the air density correction MAS increased be stored in RAM105b etc. in the process of the step S26 shown in Fig. 2 (b), this value is set as the value crushing rear air density correction MA, and this setting value is stored in RAM105b etc.Thus, the process of step S32 terminates, and crushes the process that rear air density correction computing enters into step S33.
In the process of step S33, the value crushing rear air density correction and calculate complete mark is set as 1 by fuel injection amount control device 108, and this value is stored in RAM105b etc.Thus, the process of step S33 terminates, and crushes the process that rear air density correction computing enters into step S38.
On the other hand, in the process of step S34, lambda sensor output detections portion 103 calculates the moving average between maximum, the minimum peak of lambda sensor feedback correction coefficient MG, and differentiate whether the variation of this moving average is in predetermined range, differentiate whether lambda sensor feedback correction coefficient MG restrains thus.Differentiate result be the variation of lambda sensor feedback correction coefficient MG not in predetermined range time, lambda sensor output detections portion 103 is judged as that lambda sensor feedback correction coefficient MG does not restrain, a series ofly crush rear air density correction computing and terminate, a series of engine control process shown in Fig. 2 (a) also terminate in the lump.On the other hand, when the variation that differentiation result is lambda sensor feedback correction coefficient MG is in predetermined range, lambda sensor output detections portion 103 is judged as that lambda sensor feedback correction coefficient MG restrains, crushes the process that rear air density correction computing enters into step S35.In addition, consider that the kind of lambda sensor 19 and the resolution etc. in lambda sensor output detections portion 103 suitably set this predetermined range, i.e. its CLV ceiling limit value and lower limit, and be prestored in ROM105a, read from ROM105a and use these values.
In the process of step S35, the lambda sensor feedback correction coefficient MG restrained is set as convergence post oxygen sensor feedback correction coefficient MGR by lambda sensor output detections portion 103, calculate convergence post oxygen sensor feedback correction coefficient MGR and after crushing, the value of air density correction MA is appropriate time restrain deviation between value 1.0 times that post oxygen sensor feedback correction coefficient MGR should get, and whether the deviate that differentiation calculates is more than specified value.Differentiate result be deviate be less than specified value time, a series ofly crush rear air density correction computing and terminate, a series of engine control process shown in Fig. 2 (a) also terminates in the lump.On the other hand, when differentiating that result be deviate is more than specified value, lambda sensor output detections portion 103 exports the electrical signal of the value representing convergence post oxygen sensor feedback correction coefficient MGR to air density correction calculating part 107, crushes the process that rear air density correction computing enters into step S36.Here, as long as the specified value compared deviate to be set as value as follows, this value be in order to correct the value crushing rear air density correction MA become need not ground increase fuel injection amount and make mixed gas need not ground become the value of denseer state state needed for sufficient value, here the value of 0.07 is set as, wherein, the value crushing rear air density correction MA described in sets in the process of step S32 and the process of step S36.
In the process of step S36, air density correction calculating part 107 utilize the process of the process of step S32 or previous step S36 to read store in RAM105b etc. crush after the value of air density correction MA, after this value is multiplied with the value of the convergence post oxygen sensor feedback correction coefficient MGR exported in the process of step S35 the value of gained be set as crushing after the value of air density correction MA, to represent that the electrical signal of this setting value exports fuel injection amount control device 108 to, specifically crush rear emitted dose calculating part 108c, and this setting value is stored in RAM105b etc.According to this process, will the value correction of rear air density correction MA be crushed and be updated to and do not have because fuel injection amount need not increase and make mixed gas need not become the value of the degree of denseer this situation of state, be namely suitable for the value of the height residing for the moving bodys such as Current vehicle in ground in ground.Thus, the process of step S36 terminates, and crushes the process that rear air density correction computing enters into step S37.
In the process of step S37, the value of the lambda sensor feedback correction coefficient MG that self keeps by lambda sensor output detections portion 103 and convergence post oxygen sensor feedback correction coefficient MGR is reset to 1, for process next time is prepared.Thus, the process of step S37 terminates, and crushes the process that rear air density correction computing enters into step S38.
In the process of step S38, air density correction calculating part 107 according to obtain in the process of step S36 crush after the value of air density correction MA calculate the value of barometric pressure PA, and calculated value to be stored in RAM105b etc.The value being stored in the barometric pressure PA in storage 105 is used in display in the display unit that arranges in the moving bodys such as vehicle and various control.Thus, the process of step S38 terminates, and a series ofly crushes rear air density correction computing and terminates.
[concrete example]
Finally, the concrete example of above engine control process is described in detail with reference to Fig. 4.
Fig. 4 is the sequential chart of the concrete example for illustration of the engine control process in present embodiment, Fig. 4 (a) illustrates the sequential chart of air density correction MAS, MA and lambda sensor feedback correction coefficient MG, MGR, and Fig. 4 (b) illustrates the sequential chart of engine speed NE and fuel injection amount TIS, TI.In addition, in this concrete example, for convenience of explanation, the aperture of the throttle valve after engine start 14 is fixed.
(1) moment T=T0
When the moment T=T0 shown in Fig. 4, when ignition switch from off state switch on state carry out ato unit time, each rotation for motor 1 starts engine control process repeatedly.Like this, when starting engine control process, initial injection quantity calculating part 108a by the basic fuel injection amount corresponding with engine temperature TW and with the highland being equivalent to absolute altitude 2000m carry out accordingly highland revised air density correction MAS (value in this concrete example is 0.8) be multiplied, calculate the initial value TISI of fuel injection amount during startup.Then, during the startup that fuel injection amount control device 108 calculates according to initial injection quantity calculating part 108a, the initial value TISI of fuel injection amount controls the fuel injection amount of oil sprayer 13, makes fuel start to spray from oil sprayer 13.
(2) period T=T0 ~ T1
Then, in period T=T0 ~ T1, fuel increase control device 108b increases the value of carrying out the revised air density correction MAS in highland successively for each rotation of motor 1, initial injection quantity calculating part 108a is multiplied with the initial value TISI of fuel injection amount when starting by the air density correction MAS this increased, fuel injection amount TIS when increasing successively and calculate startup.Then, during the startup that fuel injection amount control device 108 calculates according to initial injection quantity calculating part 108a, fuel injection amount TIS controls the fuel injection amount of oil sprayer 13, and fuel is sprayed from oil sprayer 13.
(3) period T=T1 ~ T2
Then, when being judged as that motor 1 crushes at moment T=T1, air density correction calculating part 107 by increased successively before moment T=T1 increase the moment T=T1 of complete air density correction MAS time value (being 0.87 in this concrete example) be set as crushing the value of rear air density correction MA, crush rear emitted dose calculating part 108c by by the basic fuel injection amount corresponding with engine speed NE and throttle valve opening TH with crush rear air density correction MA and be multiplied to calculate and crush rear fuel injection amount TI.Then, fuel injection amount control device 108 crushes according to what crush that rear emitted dose calculating part 108c calculates the fuel injection amount that rear fuel injection amount TI controls oil sprayer 13, and fuel is sprayed from oil sprayer 13.In addition, the control of this fuel injection amount itself, through moment T=T2, is maintained to moment T=T3.
(4) period T=T2 ~ T3
Then, when exporting the voltage signal corresponding to the rotation of motor 1 at moment T=T2 from lambda sensor 19, during to moment T=T3, lambda sensor output detections portion 103 is after the activation judging lambda sensor 19, calculate the maximum of lambda sensor feedback correction coefficient MG, moving average between minimum peak, and differentiate whether the variation of this moving average is in predetermined range, differentiate whether lambda sensor feedback correction coefficient MG restrains thus, after lambda sensor feedback correction coefficient MG restrains, calculate the deviation delta x of convergence post oxygen sensor feedback correction coefficient MGR and specified value 10 times, and differentiate whether the deviation delta x calculated is specified value more than 0.07.
(5) after moment T=T3
Then, when being judged as that deviation delta x is specified value more than 0.07 at moment T=T3, after the current value crushing rear air density correction MA is multiplied with the value of convergence post oxygen sensor feedback correction coefficient MGR by air density correction calculating part 107, the value of gained set and is updated to the value crushing rear air density correction MA, crushes rear emitted dose calculating part 108c by being multiplied to calculate crushing rear fuel injection amount TI with the rear air density correction MA that crushes after such renewal by basic fuel injection amount.Now, the value crushing rear air density correction MA is modified to the value of the height residing for the moving bodys such as applicable Current vehicle.Specifically, in period T=T2 ~ T3, because the value crushing rear air density correction MA is 0.87 and the value of convergence post oxygen sensor feedback correction coefficient MGR is 0.92, so known: be about 0.8 when they being multiplied, the moving bodys such as Current vehicle are in the highland being equivalent to absolute altitude 2000m, and knownly the value crushing rear air density correction MA are modified to the value being applicable to the height being equivalent to absolute altitude 2000m.And after moment T=T3, fuel injection amount control device 108 crushes according to what crush that rear emitted dose calculating part 108c calculates the fuel injection amount that rear fuel injection amount TI controls oil sprayer 13, makes fuel spray from oil sprayer 13.Now, engine speed NE is stable under the racing speed of regulation.
From illustrating above, in the engine control process of present embodiment, initial injection quantity calculating part 108a considers and carries out the revised air density correction MAS in highland, during the startup of calculation engine 1, the initial value TISI of fuel injection amount is as the few fuel injection amount of the basic fuel injection amount than corresponding to engine temperature TW, fuel increases control device 108b by increasing air density correction MAS successively, when making the startup of motor 1, fuel injection amount TIS increases successively from the initial value TISI of fuel injection amount when starting, crush rear emitted dose calculating part 108c after motor 1 crushes, consider to utilize fuel to increase air density correction MAS that control device 108b increases successively crushes rear fuel injection amount TI to what calculate motor 1, so the data capacity needed for the correction of highland of fuel injection amount both can be cut down and do not adopt atmosphere pressure sensor or air inlet pressure sensor pressure transducer, good startability can be realized again, and the fuel of unnecessary fuel quantity can be suppressed to spray.
In addition, in the engine control process of present embodiment, air density correction calculating part 107 is after motor 1 crushes, the air density correction MAS that considering to utilize fuel to increase control device 108b increases successively calculates and crushes rear air density correction MA, crush rear emitted dose calculating part 108c and consider that this crushes rear air density correction MA to what calculate motor 1 and crushes rear fuel injection amount TI, so good startability can be realized, and the fuel of the unnecessary fuel quantity of motor 1 after crushing can be suppressed more reliably to spray.
In addition, in the engine control process of present embodiment, the lambda sensor 19 of air density correction calculating part 107 in the vent systems being installed on motor 1 activates and before the lambda sensor feedback correction coefficient MG corresponding to the output value from lambda sensor 19 restrain, the air density correction MAS that increasing control device 108b by utilizing fuel increases successively is set as crushing rear air density correction MA, so good startability can be realized, and the fuel of the unnecessary fuel quantity of motor 1 after crushing can be suppressed to spray according to the operating state of lambda sensor 19.
In addition, in the engine control process of present embodiment, air density correction calculating part 107 is after lambda sensor 19 activates and lambda sensor feedback correction coefficient MG restrains, when the deviation of this convergence post oxygen sensor feedback correction coefficient MGR is more than specified value, further consider that convergence post oxygen sensor feedback correction coefficient MGR calculates and crush rear air density correction MA, so good startability can be realized, and the fuel of the unnecessary fuel quantity of motor 1 after crushing can be suppressed more reliably to spray according to the operating state of lambda sensor 19.
In addition, in the present invention, the kind, configuration, number etc. of parts are not limited to above-mentioned mode of execution, in the nature of things, suitably can change without departing from the scope of the subject in the invention, its structural element suitably can be replaced into the key element etc. that can play equivalent effect effect.
Industrial utilizability
As discussed above, in the present invention, such engine controlling unit can be provided: it can be cut down the data capacity needed for the correction of highland of fuel injection amount and not adopt atmosphere pressure sensor or air inlet pressure sensor pressure transducer, good startability can be realized again, and the fuel of unnecessary fuel quantity can be suppressed to spray.According to the characteristic that it is generally general, can wait in expectation and can be widely used in the motor of the moving bodys such as vehicle.
Claims (4)
1. an engine controlling unit, is characterized in that, this engine controlling unit possesses:
Initial injection quantity calculating part, its the 1st air density correction of considering to carry out the revised value as regulation in highland and being stored in memory, original fuel injection amount when calculation engine starts, as the original fuel injection amount fewer than the basic fuel injection amount corresponding to the temperature of described motor;
Fuel increases control device, and it, by increasing described 1st air density correction successively, makes described original fuel injection amount increase successively; And
Crush rear emitted dose calculating part, after becoming crushing of described motor corresponding to the situation that crushes more than reference value with the rotating speed of described motor after described engine start, this crushes rear emitted dose calculating part and considers to increase by described fuel the air density correction that control device increases successively, calculates the fuel injection amount after the crushing of described motor.
2. engine controlling unit according to claim 1, is characterized in that,
This engine controlling unit also possesses air density correction calculating part, and it is after the crushing of described motor, and considering increases by described fuel the air density correction that control device increases successively, calculates the 2nd air density correction,
Describedly crush rear emitted dose calculating part and consider described 2nd air density correction, calculate the fuel injection amount after the crushing of described motor.
3. engine controlling unit according to claim 2, is characterized in that,
The lambda sensor of described air density correction calculating part in the vent systems being installed on described motor activates and before the lambda sensor feedback correction coefficient corresponding to the output value from described lambda sensor restrain, the air density correction increased successively by described fuel increase control device is set as described 2nd air density correction.
4. engine controlling unit according to claim 3, is characterized in that,
Described air density correction calculating part is after described lambda sensor activates and described lambda sensor feedback correction coefficient is restrained, when the deviation of described lambda sensor feedback correction coefficient is more than specified value, further consider that described lambda sensor feedback correction coefficient is to calculate described 2nd air density correction.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
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| JP2011065626A JP5616264B2 (en) | 2011-03-24 | 2011-03-24 | Engine control device |
| JP2011-065626 | 2011-03-24 |
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| CN102691585A CN102691585A (en) | 2012-09-26 |
| CN102691585B true CN102691585B (en) | 2015-06-10 |
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| JP (1) | JP5616264B2 (en) |
| CN (1) | CN102691585B (en) |
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| TWI595152B (en) * | 2013-04-16 | 2017-08-11 | Denso Corp | Internal combustion engine can be estimated engine temperature control device |
| CN103206313B (en) * | 2013-04-25 | 2016-01-13 | 潍柴动力股份有限公司 | A kind of controlling method of Engine Injection Mass and system |
| JP6393564B2 (en) * | 2014-09-11 | 2018-09-19 | 株式会社ケーヒン | Fuel injection control device |
| US9528476B2 (en) * | 2014-12-17 | 2016-12-27 | Ford Global Technologies, Llc | Methods and systems for diagnosing an intake oxygen sensor based on pressure |
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| JPS566033A (en) * | 1979-06-29 | 1981-01-22 | Nissan Motor Co Ltd | Electronically controlled fuel injection system for internal combustion engine |
| JPS6143236A (en) * | 1984-08-03 | 1986-03-01 | Toyota Motor Corp | Control method of air-fuel ratio |
| JPS61255238A (en) * | 1985-05-07 | 1986-11-12 | Mitsubishi Electric Corp | Fuel controller for engine |
| JPS6251733A (en) * | 1985-08-30 | 1987-03-06 | Fujitsu Ten Ltd | Fuel injection control device |
| JPS63159639A (en) * | 1986-12-23 | 1988-07-02 | Japan Electronic Control Syst Co Ltd | Air-fuel ratio controller for internal combustion engine |
| JPS6460737A (en) * | 1987-08-31 | 1989-03-07 | Japan Electronic Control Syst | Electronically controlled fuel injection device for internal combustion engine |
| JPH0737773B2 (en) * | 1988-02-12 | 1995-04-26 | 三菱電機株式会社 | Engine fuel controller |
| JP2936749B2 (en) * | 1991-02-28 | 1999-08-23 | 株式会社日立製作所 | Electronic control fuel injection device |
| JP3329658B2 (en) * | 1996-05-17 | 2002-09-30 | スズキ株式会社 | Engine fuel injection device |
| JP4196494B2 (en) * | 1999-09-10 | 2008-12-17 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP2002097984A (en) * | 2000-09-27 | 2002-04-05 | Kubota Corp | Fuel quantity adjusting device of engine |
| JP3706075B2 (en) * | 2002-02-15 | 2005-10-12 | 本田技研工業株式会社 | O2 sensor and air-fuel ratio control device |
| JP2005002932A (en) * | 2003-06-13 | 2005-01-06 | Toyota Motor Corp | Control system of internal combustion engine |
| JP5002171B2 (en) * | 2006-03-14 | 2012-08-15 | 日産自動車株式会社 | Air-fuel ratio control device for internal combustion engine |
| TW200817581A (en) * | 2006-08-29 | 2008-04-16 | Honda Motor Co Ltd | Fuel injection control device |
| JP5104018B2 (en) * | 2007-05-01 | 2012-12-19 | 日産自動車株式会社 | Fuel injection control device for internal combustion engine |
| JP2009058501A (en) * | 2007-08-08 | 2009-03-19 | Yamaha Motor Co Ltd | Gas sensor, air fuel ratio controller, and transport equipment |
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| US8965665B2 (en) * | 2009-08-06 | 2015-02-24 | Toyota Jidosha Kabushiki Kaisha | Air-fuel ratio imbalance determining apparatus among cylinders for an internal combustion engine |
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2011
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| JP2012202255A (en) | 2012-10-22 |
| TWI489039B (en) | 2015-06-21 |
| CN102691585A (en) | 2012-09-26 |
| JP5616264B2 (en) | 2014-10-29 |
| TW201247999A (en) | 2012-12-01 |
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