CN106536902A - Internal-combustion-engine fuel supply system - Google Patents
Internal-combustion-engine fuel supply system Download PDFInfo
- Publication number
- CN106536902A CN106536902A CN201480080596.9A CN201480080596A CN106536902A CN 106536902 A CN106536902 A CN 106536902A CN 201480080596 A CN201480080596 A CN 201480080596A CN 106536902 A CN106536902 A CN 106536902A
- Authority
- CN
- China
- Prior art keywords
- fuel
- value
- air
- fuel ratio
- combustion engine
- 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
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
- F02D41/2445—Methods of calibrating or learning characterised by the learning conditions characterised by a plurality of learning conditions or ranges
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2454—Learning of the air-fuel ratio control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0404—Throttle position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- 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
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
An internal-combustion-engine fuel supply system that can reliably diagnose a fault in a fuel system, while taking into account variations in the precisions of individual parts, is provided. The internal-combustion-engine fuel supply system includes an air-to-fuel-ratio correction coefficient calculating means 35 that determines an air-to-fuel-ratio correction coefficient KO2 used to correct a basic fuel injection amount T0 under feedback-control, a fuel-injection-amount calculating means 37 that calculates a fuel injection amount by using a basic injection amount map 33 and the air-to-fuel-ratio correction coefficient KO2, and a fuel-system abnormality diagnosis means 35 that detects an abnormality in the fuel system on the basis of the air-to-fuel-ratio correction coefficient KO2. The internal-combustion-engine fuel supply system includes a diagnosis-value calculating means 71 that calculates a diagnosis value KO2ST on the basis of the air-to-fuel-ratio correction coefficient KO2, and an out-of-feedback-region map correction means 62 that corrects the basic fuel injection amount map 33, which is applied outside a feedback region when the calculated value has exceeded a first threshold L1. The fuel-system abnormality diagnosis means 35 detects an abnormality in the fuel system when the calculated value has exceeded a second threshold L2, which is larger than the first threshold L1.
Description
Technical field
A kind of the present invention relates to fuel supply system of internal combustion engine, more particularly to output valve pair based on air-fuel ratio sensor
Fuel injection amount carries out the fuel supply system of the internal combustion engine of feedback control.
Background technology
All the time, the fuel supply system of known following internal combustion engine：In order to close to chemically correct fuel (chemistry meter
Amount ratio) in the state of make combustion in IC engine, the output valve based on the air-fuel ratio sensor on the exhaustor is to fuel injection amount
Carry out feedback control.
Patent document 1 discloses that following structure：Feedback control, and Applied Learning control is carried out to fuel injection amount,
The study control is correspondingly appropriate with the learning value of the air fuel ratio correction coefficient (KO2) of the output valve for air-fuel ratio sensor
Update the correction coefficient of fuel injection amount.
Prior art literature
Patent documentation
Patent documentation 1：Japanese Unexamined Patent Publication 2014-47758 publications
The content of the invention
Invention problem to be solved
In addition, in the fuel supply system of internal combustion engine described in patent documentation 1, can according to the result of feedback control come
Speculate detection fuel system trouble.This is because, if even if for example with detect lean burn combustion be correspondingly repeated
The incremental correction of material is nor close in chemically correct fuel, then can interpolate that the fuel system such as ejector there occurs certain failure.
But, if will be set to each part for constituting fuel system most for the threshold value for judging the exception of the fuel system
, then as threshold value excessively increases, there is possibility and judging fuel system trouble in the corresponding value of aggregate-value of big accuracy error
Front actual burning becomes bad problem.
It is an object of the invention to solve the problem of above-mentioned prior art, there is provided can be inclined in the precision in view of each part
The fuel supply system of the internal combustion engine of fuel system trouble diagnosis is performed on the basis of difference reliably.
Means for solving the problems
In order to reach the purpose, the present invention is a kind of fuel supply system of internal combustion engine, and which has：Air-fuel ratio sensor
(32), which is located at the gas extraction system of internal combustion engine (E), and detects air-fuel ratio；Basic emitted dose arithmetic element (34), which is according to by interior
Combustion engine rotating speed (NE) and throttle opening (TH) derive substantially fuel injection mapping graph (33) of substantially fuel emitted dose, computing
Go out the substantially fuel emitted dose (T0) supplied to the internal combustion engine (E) using Fuelinjection nozzle (22)；Air fuel ratio correction coefficient is calculated
Go out unit (35), the air-fuel ratio which is detected with the air-fuel ratio sensor (32) correspondingly, it is determined that to the institute in feedback control
The air fuel ratio correction coefficient (KO2) that substantially fuel emitted dose (T0) is corrected is stated, the feedback control is with feedback areas
Inside obtain what the mode of desired air-fuel ratio was performed；Fuel injection amount calculated unit (37), which is reflected using the basic emitted dose
Penetrate figure (33) and the air fuel ratio correction coefficient (KO2) calculates fuel injection amount；And fuel system abnormity diagnosis unit (35),
Its exception according to air fuel ratio correction coefficient (KO2) detection fuel system, the 1st of the fuel supply system of the internal combustion engine the
It is characterised by, which possesses：Value of calculation calculated unit (71), which calculates value of calculation according to air fuel ratio correction coefficient (KO2)
(KNSM、KO2ST)；And outer map-correction unit (62) are fed back, which is in the value of calculation (KNSM, KO2ST) more than the 1st threshold
In the case of value (L1), substantially fuel emitted dose mapping graph (33) applied outside feedback areas is corrected, the fuel system is different
Normal diagnosis unit (35) is in the value of calculation (KNSM, KO2ST) more than 2nd threshold value (L2) bigger than the 1st threshold value (L1)
In the case of, detect the exception of fuel system.
Additionally, the 2nd is characterised by, described value of calculation (KNSM, KO2ST) is according to air fuel ratio correction coefficient (KO2)
The learning value (KNSM) for calculating and diagnostic value (KO2ST), outer map-correction unit (62) of the feedback is in the learning value
(KNSM), in the case of more than the 1st threshold value (L1), substantially fuel emitted dose mapping graph (33) applied outside feedback areas is corrected,
Fuel system abnormity diagnosis unit (35) are in the diagnostic value (KO2ST) more than 2nd threshold bigger than the 1st threshold value (L1)
In the case of value (L2), the exception of fuel system is detected.
Additionally, the 3rd is characterised by, the air-fuel that the correction outside the feedback areas is obtained in being used in the feedback control
Learning value (KNSM) than correction coefficient (KO2) is come what is performed.
Additionally, the 4th is characterised by, for multiple specified by the internal-combustion engine rotational speed (NE) and throttle opening (TH)
Practise region (A1～A6) and calculate the learning value (KNSM) respectively, the correction outside the feedback areas is used in what is be adjacent
The learning value (KNSM) calculated in learning region (A1～A6) is come what is performed.
Additionally, the 5th is characterised by, with predetermined basic air fuel ratio correction coefficient (KO2-B), the feedback areas
Outer correction is holding using the meansigma methodss of the learning value (KNSM) with the difference of basic air fuel ratio correction coefficient (KO2-B)
Capable.
Additionally, the 6th is characterised by, substantially fuel injection mapping graph (33) in the feedback control is configured to air-fuel ratio
For chemically correct fuel, basic emitted dose mapping graph (33) applied outside the feedback areas are configured to than the feedback control
It is middle to be partial to dense side.
Additionally, the 7th is characterised by, for each is determined by the internal-combustion engine rotational speed (NE) and throttle opening (TH)
Practise region (A1～A6) and calculate the diagnostic value (KO2ST), fuel system is detected for learning region each described (A1～A6)
Exception.
Additionally, the 8th is characterised by, the indicator for possessing by lighting or flashing to report fuel system failure to occupant
(66), even if the diagnostic value (KO2ST) exceedes the 1st threshold value (L1), the indicator (66) is not made to work yet, when described
When diagnostic value exceedes the 2nd threshold value (L2), the indicator (66) is made to work.
Invention effect
According to the 1st feature, possess：The value of calculation calculated unit of value of calculation is calculated according to the air fuel ratio correction coefficient；With
And the substantially fuel emitted dose mapping graph applied outside feedback areas is corrected in the case where the value of calculation is more than the 1st threshold value
The outer map-correction unit of feedback, the fuel system abnormity diagnosis unit is in the value of calculation more than bigger than the 1st threshold value
The 2nd threshold value in the case of, detect the exception of fuel system, therefore, it is possible in view of each part accuracy error basis
On reliably perform fuel system trouble diagnosis.
In detail, first, the 2nd threshold value that will be greater than the 1st threshold value is set to the threshold value of fuel system judgement extremely, thus
The abnormal judgement of the largest cumulative value of the accuracy error of each part can be accounted for.On the other hand, the 2nd threshold value is set to
The drawbacks of big value causes, i.e. diagnostic value be located at the 2nd threshold value it is tight before state feedback areas outside, although do not make fuel system
The abnormal burning for judging still reality of system but becomes this bad situation can be by carrying out to basic emitted dose mapping graph
Correct to avoid.Thereby, it is possible to simultaneously realize the abnormality diagnostic correctness of fuel system raising and feedback areas outside it is normal
The raising of the reliability of burning.
According to the 2nd feature, the value of calculation is the learning value and diagnostic value calculated according to the air fuel ratio correction coefficient, institute
The outer map-correction unit of feedback is stated in the case where the learning value is more than the 1st threshold value, corrects what is applied outside feedback areas
Substantially fuel emitted dose mapping graph, the fuel system abnormity diagnosis unit is in the diagnostic value more than bigger than the 1st threshold value
The 2nd threshold value in the case of, detect the exception of fuel system, therefore, it is possible in view of each part accuracy error basis
On reliably perform fuel system trouble diagnosis.
According to the air-fuel ratio school that the 3rd feature, the correction outside the feedback areas are obtained in being used in the feedback control
The learning value of positive coefficient performing, therefore when being transferred to outside feedback areas from feedback areas, by continuing to use the value for having calculated,
The computational burden of correcting value can be reduced.
According to the 4th feature, the multiple learning region for being specified by the internal-combustion engine rotational speed and throttle opening are calculated respectively
Go out the learning value, the learning value that the correction outside the feedback areas is calculated in being used in the learning region being adjacent
Come what is performed, therefore also can implement appropriate correction using learning value corresponding with feedback areas outside feedback areas.
According to the 5th feature, with predetermined basic air fuel ratio correction coefficient, the correction outside the feedback areas is to make
With the meansigma methodss of the learning value with the difference of the basic air fuel ratio correction coefficient performing, therefore, it is possible to reduce feedback areas
The computational burden of outer correcting value.
According to the 6th feature, the substantially fuel injection mapping graph in the feedback control is configured to air-fuel ratio for theoretical sky
Combustion ratio, the basic emitted dose mapping graph applied outside the feedback areas is partial to dense in being configured to than the feedback control
Side, therefore, it is possible to perform the fuel injection control of suitable regional.
According to the 7th feature, institute is calculated by the learning region that the internal-combustion engine rotational speed and throttle opening determine for each
Diagnostic value is stated, and the exception of fuel system is detected for learning region each described, the inspection abnormal therefore, it is possible to improve fuel system
Survey precision.
According to the 8th feature, the indicator for possessing by lighting or flashing to report fuel system failure to occupant, even if institute
Diagnostic value is stated more than the 1st threshold value, the indicator work is not made yet, when the diagnostic value exceedes 2 threshold value, is made
The indicator work, therefore by the 2nd threshold value to be set to the largest cumulative value of the accuracy error of the part for constituting fuel system,
The exception of fuel system can correctly be detected.Furthermore it is possible to only make occupant cognitive when fuel system occurs abnormal.
Description of the drawings
Fig. 1 is the block diagram of the structure of the fuel injection control system of the internal combustion engine for illustrating one embodiment of the present invention.
Fig. 2 is the structure of the fuel injection control system for illustrating the internal combustion engine including the return flow path including volatile fuels
Block diagram.
Fig. 3 is the block diagram of the structure for illustrating control unit.
Fig. 4 is the KNSM mapping graphs of the relation for illustrating feedback areas and KNSM.
Fig. 5 is the concept map of the setting for illustrating the 1st threshold value and the 2nd threshold value.
Fig. 6 is the explanatory diagram of the accumulation state of the accuracy error for illustrating part.
Fig. 7 is the figure for illustrating feedback areas and the corresponding relation outside feedback areas.
Fig. 8 is the explanatory diagram of the relation for illustrating air fuel ratio correction COEFFICIENT K O2 and diagnostic value KO2ST.
Specific embodiment
Below, the preferred implementation that present invention will be described in detail with reference to the accompanying.Fig. 1 is to illustrate one embodiment of the present invention
Internal combustion engine fuel injection control system structure block diagram.In the water-cooled internal combustion engine being assemblied on two-wheeled
In the cylinder bore 11 of (electromotor) E, piston 12 is accommodated with the way of it can slide.In the cylinder head 16 of electromotor E, it is connected with
The air intake installation 14 of mixed gas and the exhaust apparatus 15 of the waste gas for ejecting spontaneous combustion room 13 is supplied to combustor 13.In air inlet
Inlet channel 17 is formed with device 14, is formed with exhaust passage 18 on exhaust apparatus 15.Lead to aerofluxuss in exhaust apparatus 15
Catalytic converter 25 is installed between road 18.The front end spark plug 20 prominent to combustor 13 is installed gentle in cylinder head 16
The air-intaking exhaust valve of gate operator.
The air throttle 21 of control air inflow is configured with air intake installation 14 in the way of it can switch, than air throttle 21
Downstream is provided with the Fuelinjection nozzle 22 of spray fuel.Additionally, be connected with inlet channel 17 around give gas 21 side
Paths 27, adjust the air capacity circulated in the bypass channel 27 come (idling) rotating speed that dallied by using actuator 28
Adjustment.
As control unit control unit C control spark plug 20 time of ignition, from Fuelinjection nozzle 22 fuel spray
The action of the amount of penetrating and actuator 28.It is input into following output letter in control unit C (being also indicated as control unit C below) respectively
Number：The rotating speed of bent axle 29 that the engine load sensor 26 of the aperture of detection air throttle 21, detection are connected with piston 12 turn
Fast sensor 30, and detection engine cooling water temperature cooling-water temperature sensor 31 output signal；With in order to detect in waste gas
Remaining oxygen concentration and be installed on than catalytic converter 25 by upstream side exhaust passage 18 in oxygen sensor (air-fuel ratio sense
Device) 32 output signal.
Fig. 2 is the structure of the fuel injection control system for illustrating the internal combustion engine including the return flow path including volatile fuels
Block diagram.It is input into engine speed sensor 30, cooling-water temperature sensor 31, air inlet pressure sensor 40, air throttle in control unit C to open
Degree sensor 26, and detection fuel tank T intrinsic pressure pressure transducer 43 output signal.
Engine load sensor 26 is arranged on the throttle body 41 of supporting air throttle 21.Additionally, air-fuel ratio sensor
32 is to can interpolate that relative to chemically correct fuel to be thin or dense oxygen sensor.
Be provided with petrolift 42 in the passage for fuel being supplied from fuel tank T to Fuelinjection nozzle 22.Fuel is fuel tank T's
The fog that inside is volatilized and produced returns inlet channel 17 via charcoal canister 46, burns in electromotor E.In detail, fire
The intrinsic pressure rising of hopper T and the fog of check-valves 45 that passed through on guiding pipeline 44 is adsorbed in the work in charcoal canister 46
On property charcoal 47.Charcoal canister 46 export pipeline 48 and the guiding pipeline 50 being connected on the inlet channel 17 of electromotor E it
Between, be provided with is carried out the electromagnetic valve 49 of on-off control by control unit C, adjusts the backflow of fog according to the operating condition of electromotor E
Flow.
Fig. 3 is the block diagram of the structure for illustrating control unit C.Control unit C includes：Figure 33 is mapped according to basic emitted dose and determines base
The basic emitted dose calculated unit 34 of this emitted dose, calculated for connecing air-fuel ratio according to the output signal of air-fuel ratio sensor 32
Be bordering on the air fuel ratio correction coefficient calculated unit 35 of air fuel ratio correction COEFFICIENT K O2 of target air-fuel ratio, and according to by air-fuel ratio
KO2 that correction coefficient calculated unit 35 is obtained etc. calculates the fuel injection amount calculated unit 37 of actual fuel injection amount T0.
Additionally, basic emitted dose calculated unit 34 according to engine speed NE obtained by engine speed sensor 30 and
The throttle opening TH obtained by engine load sensor 26, maps Figure 33 from basic emitted dose and derives basic emitted dose.
Fuel injection amount calculated unit 37 includes：Throttle opening is detected according to the output of engine load sensor 26
Rate of change Δ TH throttle opening rate of change detector unit 38, according to the rate of change Δ TH of throttle opening detect vehicle be
No accelerated service state detection unit 39 in accelerated service state, and the operating condition school such as acceleration mode according to vehicle
The emitted dose correction unit 60 of just basic emitted dose.
The operating condition of electromotor E can be by the engine loading that is made up of throttle opening TH and engine speed NE
Mapping graph represent.It is set in present embodiment, on the mapping graph of the engine loading, by the operating shape of electromotor E
State is divided into the feedback areas (O2F/B regions) of regulation and region (outside O2F/B regions) in addition, only when positioned at O2F/B areas
The feedback control of the output based on air-fuel ratio sensor 32 is carried out during domain.That is, perform in O2F/B regions empty for realization theory
Combustion performs the injection control for mapping Figure 33 basically according to basic emitted dose outside O2F/B regions than the feedback control of burning.
Emitted dose correction unit 60 includes：Whether the operating condition of judgement electromotor E is located at the feedback in O2F/B regions is sentenced
Order unit 61, correct basic emitted dose and map and reflect outside the feedback of Figure 33 when the operating condition of electromotor E is located at outside O2F/B regions
Penetrate figure correction unit 62, and when electromotor E operating condition be located at O2F/B regions when correct (renewal) feedback control study
The feedback learning value correction unit 63 of value (KNSM).
Emitted dose correction unit 60 includes storing the nonvolatile memory 65 of various information.Thus, even if temporarily cutting
The power supply of disconnected system, can also read when restarting and using the information of storage.
Air fuel ratio correction coefficient calculated unit 35 judges the dense, thin of waste gas according to the output signal of oxygen sensor 32
Degree, and air fuel ratio correction COEFFICIENT K O2 of air-fuel ratio is calculated according to the result of determination.Herein, air fuel ratio correction COEFFICIENT K O2 is
The value of degree of correction necessary to the burning of realization theory air-fuel ratio is represented, air fuel ratio correction COEFFICIENT K O for calculating is transferred into fuel
Emitted dose calculated unit 37.Emitted dose correction unit 60 derives the fortune of electromotor E using air fuel ratio correction COEFFICIENT K O for calculating
Turn state positioned at O2F/B regions when correcting value.
Fuel system abnormity diagnosis unit 70 detects fuel system trouble according to the results presumption of feedback control.The supposition
Detection is performed based on situations below：In feedback control, even if carrying out the correction of the increase and decrease more than to a certain degree also not
In the case of being close to chemically correct fuel, it can be determined that although being the instruction that have issued correction, the emitted dose of reality does not change,
That is the fuel system such as ejector there occurs failure.
Fuel system abnormity diagnosis unit 70 includes the 1st threshold value L1, the 2nd threshold value L2 and value of calculation calculated unit 71.
Value of calculation calculated unit 71 is configured to include：Calculated according to air fuel ratio correction COEFFICIENT K O2 feedback control learning value KNSM it is anti-
Present learning value calculated unit and calculate the diagnostic value calculated unit of diagnostic value KO2ST according to air fuel ratio correction COEFFICIENT K O2.Examine
Disconnected value KO2ST is calculated according to learning value KNSM, and learning value KNSM is calculated according to meansigma methodss KO2AVE.Meansigma methodss KO2AVE be with
The meansigma methodss of the KO2 that stipulated number is calculated.The calculation method of each value is described below.
In present embodiment, the 2nd threshold value L2 is set to the value bigger than the 1st threshold value L1, in diagnostic value KO2ST more than the 2nd
In the case of threshold value L2, it is diagnosed as fuel system and produces exception, and make indicator 66 work.On the other hand, in learning value KNSM
More than the 1st threshold value L1 and for, in the scope below the 2nd threshold value L2, the basic emitted dose that correction is applied outside O2F/B regions maps
Figure 33.The correction is performed by outer map-correction unit 62 is fed back.
In addition, the setting of the value being compared with the 1st threshold value L1 and the 2nd threshold value L2 is not limited to above-mentioned pattern, can carry out
Various modifications.Can also be set to：Only use learning value KNSM or any one party in diagnostic value KO2ST as with the 1st threshold
The value that value L1 and the 2nd threshold value L2 are compared, and in the case where learning value KNSM is more than the 2nd threshold value L2, it is diagnosed as fuel
System occurs abnormal and makes indicator 66 work, in diagnostic value KO2ST more than the 1st threshold value L1 and for the model below the 2nd threshold value L2
In enclosing, correct the basic emitted dose applied outside O2F/B regions and map Figure 33.
Diagnostic value KO2ST be in order to prevent the temporary transient change of air fuel ratio correction COEFFICIENT K O2 from causing 66 misoperation of indicator and
Setting, if KO2 long-times do not change, move closer in KO2, eventually become identical value.The side of calculating of diagnostic value KO2ST
Method is described below.
Fig. 4 is the KNSM of the relation for illustrating multiple feedback areas (O2F/B regions) corresponding with engine loading and KNSM
Mapping graph.KNSM mapping graphs are stored in emitted dose correction unit 60.
Which region control unit C is located at according to engine speed NE and throttle opening TH retrieval engine loadings.This reality
Apply in mode, 6 O2F/B regions are set with according to engine speed NE and throttle opening TH.In the figure, will be including idling
6 O2F/B region representations in region are " learning region A1～A6 ".In addition, can give on the border between load area sluggish
(hysteresis)。
Herein, air fuel ratio correction COEFFICIENT K O2 is temporarily made every the cycle of regulation when the feedback control of air-fuel ratio is carried out
Variable.In O2F/B regions, the feedback control based on air fuel ratio correction COEFFICIENT K O2 is carried out, air-fuel ratio is made close to target
Air-fuel ratio.
On the other hand, environment correction factor KNSM learns in the way of the rheological parameters' change with time with electromotor E changes, and pin
Each load area of electromotor E is determined.KNSM was stored in nonvolatile memory 40 with the cycle for specifying, was disconnected
After the power supply halt system of vehicle, the value is still kept, and is read into when subsystem starts instantly.
Also, when the operating condition of electromotor E is located at O2F/B regions, detection is in learning region A1～A6
Which region, selects the corresponding KNSM1～KNSM6 of difference, carries out the study using newest air fuel ratio correction COEFFICIENT K O2
Process.
Additionally, between KO2 and KNSM, relation below is set up.In feedback control, when correcting value is with chemically correct fuel
When increasing for target, correspondingly, air fuel ratio correction COEFFICIENT K O2 becomes big value, but in calculation process, it is desirable to which KO2 is
Close to 1.0 value.Therefore, be configured to the value as KO2 in the state of certain through the stipulated time when, in order that the value of KO2
Recover to 1.0, update the value of (learn and store) KNSM.This is the learning value for representing from theory air-fuel ratio combustion the degree for deviating from
The meaning.
In the present application, in order to calculate the learning value of KNSM, the meansigma methodss (KO2AVE) of KO2 have been calculated.Herein, air-fuel
It is step-like voltage output to be illustrated as outland with chemically correct fuel state, is only capable of judging relative theory air-fuel than sensor 32
Than being thin or dense sensor.
According to the output valve of air-fuel ratio sensor 32 detect whether for the method for chemically correct fuel it is as described below.Work as electromotor
Fired state close to chemically correct fuel when, in chemically correct fuel export assigned voltage air-fuel ratio sensor 32 output
Value is intended to reduce its amplitude and converge on assigned voltage.Now, by the rate of change of the output valve of air-fuel ratio sensor 32 from just changing
Be considered " output valve reversion " for bearing or positive situation being turned to from negative change, the reversion number of times can be counted.This embodiment party
In formula, the output valve of air-fuel ratio sensor 32 carries out three reversions, thus reaches stable chemically correct fuel state, calculate this three
The meansigma methodss of secondary KO2 are used as KO2AVE.
Control unit C determines basic emitted dose T0 according to throttle opening TH and engine speed NE first.Then, make basis
Air fuel ratio correction COEFFICIENT K O2 and the ring determined for each engine load region that the detected value of air-fuel ratio sensor 32 determines
Border correction coefficient KNSM is multiplied with basic emitted dose T0.Thus, it is possible to carry out the feedback control of air-fuel ratio.
Fig. 5 is to illustrate the concept for performing the setting of abnormality diagnostic 1st threshold value L1 and the 2nd threshold value L2 of fuel system
Figure.Additionally, Fig. 6 is the accumulated state of the accuracy error for illustrating the part considered to perform the abnormity diagnosis of fuel system
Explanatory diagram.
In the fuel supply system of internal combustion engine, the accuracy error of various parts of fuel system is constituted to fuel injection amount
Correcting value bring impact.As shown in fig. 6, in the vehicle using the same type of same parts, it is envisioned that precision it is inclined
Poor maximum, as shown in (a), is to electromotor, TPS (TPS) or PB (atmosphere pressure sensor), injection
The maximum of the respective accuracy error of device, petrolift carry out it is accumulative obtained by.
If set as shown in (a), such as when actually petrolift breaks down, even if in such as (b) institute
Showing, reliably can examine if fired as shown in (c) if drops increase
Measure exception.
In addition, diagnostic value KO2ST can be directed to each learning region determined by engine speed NE and throttle opening TH
Domain A1～A6 is calculated.Now, fuel system abnormity diagnosis unit 70 is for each learning region A1～A6 detection fuel system
It is abnormal.Thereby, it is possible to improve the accuracy of detection of the exception of fuel system.
Herein, in present embodiment, slightly larger value will be set as the 2nd threshold value L2 for detecting the exception of fuel system,
So that do not exist actually do not break down but situation that indicator 66 works, but there is drawback in such setting.
The drawback is, as shown in Fig. 5 with operating condition D1, D2, more slightly smaller than the 2nd threshold value L2 in diagnostic value KO2ST
In the case of, when electromotor operating condition from O2F/B zone-transfer to O2F/B regions outside when, burning outside O2F/B regions may
Become bad.Illustrate in detailed below.
The diagnostic value KO2ST situation more slightly smaller than the 2nd threshold value L2 is referred to, though it is not judged as fuel system exception, from theory
The sizable state of degree that air-fuel ratio deviates from (value of air fuel ratio correction COEFFICIENT K O2 is quite big).Even if carrying on the back from chemically correct fuel
From degree it is big, if in O2F/B regions, imparting big correcting value by feedback control such that it is able to automatically derive reason
By air-fuel ratio.But, in the case of having stepped a step from O2F/B regions in this condition, may deviate from from chemically correct fuel
Degree it is excessive and cannot normal fuel.Especially, in the dilly such as two-wheeled, it is high that electromotor E is set to deflection
Rotating speed side, therefore thin toughness is low, is susceptible to catch fire etc. bad.
Therefore, in the present application, in the case where diagnostic value KO2ST is located between the 1st threshold value L1 and the 2nd threshold value L2,
In the case that i.e. diagnostic value KO2ST is located at interval B or interval C, basic emitted dose is corrected outside O2F/B regions and maps Figure 33.Close
In the correction, it is set to using the KO2 in adjacent O2F/B regions.
Thus, the fuel school of the fired state for following actual is also applied outside the O2F/B regions for not carrying out feedback control
Just, the drawbacks of threshold value for eliminating the accuracy error for considering part and significantly setting abnormality detection causes (turns from O2F/B regions
When moving to outside O2F/B regions, burning becomes bad).That is, can without it is any the drawbacks of ground, in the precision for considering each part
Fuel system trouble diagnosis is performed on the basis of deviation reliably.
Additionally, basic emitted dose map Figure 33 can prepare in advance O2F/B regions with and the external of O2F/B regions both.
In this case, the mapping graph in O2F/B regions is set to that air-fuel ratio is chemically correct fuel, and the mapping graph of O2F/B regions external sets
Determine into than being partial to dense side in feedback control.Thus, the basic injection for following actual operating condition is applied to regional
Amount mapping graph.
Fig. 7 is the figure for illustrating O2F/B regions and the corresponding relation outside O2F/B regions.As described above, the spy of the present application
Levy and be, outside the O2F/B regions for not performing feedback control originally, also the 1st threshold value L1 and the 2nd threshold is located in diagnostic value KO2ST
The correction of ormal weight is carried out in the case of between value L2.Now, the ormal weight of correction is according in adjacent O2F/B regions planted agent
Air fuel ratio correction COEFFICIENT K O2 is calculated.In the figure, " region 7～12 " outside O2F/B regions, will be expressed as.
In present embodiment, the border in the region 7～12 outside O2F/B regions is set in into the border of learning region A1～A6
Extended line on.Thus, for example, when operating in learning region A3, diagnostic value KO2ST enters the 1st threshold value L1 and the 2nd threshold value L2
Between, keep the state, engine speed NE reduce and in the case of shifting to region 9, in the area adjacent with learning region A3
In domain 9, air fuel ratio correction COEFFICIENT K O2 applied in learning region A3 is applied correcting basic emitted dose and map Figure 33.Change speech
It, calculates diagnostic value KO2ST for each learning region A1～A6, for each learning region A1～A6 detection fuel system
Abnormal, abnormal so as to improve fuel system accuracy of detection.
Fig. 8 is the explanatory diagram of the relation for illustrating air fuel ratio correction COEFFICIENT K O2 and diagnostic value KO2ST.As described above, diagnostic value
KO2ST is calculated to perform fuel system trouble diagnosis.Diagnostic value KO2ST is will to subtract from the currency of meansigma methodss
Value obtained by going the previous value of diagnostic value is multiplied by coefficient k and adds value obtained by the previous value of diagnostic value in the value.That is, pass through
The arithmetic expression of KO2ST=k (KO2AVEn-KO2STn-1)+KO2STn-1 is obtained.
Herein, as coefficient k is set as 1 value below, diagnostic value KO2ST is obtained in the following way：By learning value with
The difference of previous diagnostic value KO2ST is multiplied by value obtained from less than 1 coefficient plus previous diagnostic value KO2ST.Thus, sending out
In the case of having given birth to the variation of instantaneous air fuel ratio correction COEFFICIENT K O2, diagnostic value KO2ST is also unaffected.
According to the setting of above-mentioned arithmetic expression, relative to the change of KO2, the change of KO2ST is slow, though for example exist by
Cause air fuel ratio correction COEFFICIENT K O2 temporarily more than the situation of the 2nd threshold value L2 in the impact of deficency or volatilization gas etc., can also prevent
Thus it is judged to fuel system failure immediately.In present embodiment, as shown in drawings, in the case where the value of KO2 is strongly reduced,
Fuel system failure can be judged to starting from reduction after stipulated time.
Diagnostic value KO2ST for calculating is stored in nonvolatile memory 40 as basic diagnosis value KO2ST-B, used as diagnosis
The initial value of value KO2ST is used when starting next time.Thereby, it is possible to shorten the Diagnostic Time after electromotor is restarted.
In addition, being compared with basic diagnosis value KO2ST0 to diagnostic value KO2ST, can be set to and only exist when between the two
Renewal diagnostic value KO2ST when certain abnormal poor.Thus, writing to nonvolatile memory 40 is only carried out when updating
Enter, therefore, it is possible to extend the useful life of the limited nonvolatile memory 40 of write number of times.
Additionally, the correction outside feedback areas can be performed using predetermined basic air fuel ratio correction COEFFICIENT K O2-B.
Specifically, the meansigma methodss of the learning value (KNSM) calculated in feedback control and basic air fuel ratio correction coefficient can be used
The difference of KO2-B is performing the correction outside feedback areas.Now, basic air fuel ratio correction COEFFICIENT K O2-B can in advance for starting
Each load area of machine E determines.Also, the meansigma methodss of learning value (KNSM) are not yet calculated in the learning region of regulation
In the case of, the correction outside feedback areas can be using the meansigma methodss calculated in other regions and basic air fuel ratio correction COEFFICIENT K O2-
The difference of B is implementing.
In addition, the setting of the differentiation scope, the 1st threshold value and the 2nd threshold value of the structure of fuel injection control system, learning region
Value, computational methods of diagnostic value etc. are not limited to above-mentioned embodiment, can carry out various changes.The fuel of the internal combustion engine of the present invention
Ejection control device in addition to being suitable as the internal combustion engine of power source of the various vehicles such as two/tri-/carriage of saddle riding type,
The various internal combustion engines of agricultural machinery, snowmobile etc. can be applied to.
Label declaration
22：Fuelinjection nozzle；26：Engine load sensor；30：Engine speed sensor；31：Cooling-water temperature sensor；
32：Air-fuel ratio sensor (oxygen sensor)；33：Basic emitted dose mapping graph；37：Fuel injection amount calculated unit；38：Air throttle
Aperture rate of change detector unit；39：Accelerated service state detection unit；60：Emitted dose corrects unit；61：Feedback and judge unit；
62：The outer map-correction unit of feedback；63：Feedback learning value correction unit；65：Nonvolatile memory；66：Indicator；
A1～A6：Learning region (feedback areas)；C：Control unit (control unit)；E：Electromotor (internal combustion engine)；L1：1st threshold value；L2：
2nd threshold value；KNSM1～KNSM6：Environment correction factor；KO2：Air fuel ratio correction coefficient；KO2AVE：Meansigma methodss；KNSM：Study
Value；KO2ST：Diagnostic value；KO2-B：Basic air fuel ratio correction coefficient；KO2ST-B：Basic diagnosis value.
Claims (8)
1. a kind of fuel supply system of internal combustion engine, the fuel supply system of the internal combustion engine have：
Air-fuel ratio sensor (32), which is located at the gas extraction system of internal combustion engine (E), and detects air-fuel ratio；
Basic emitted dose arithmetic element (34), which derives basic combustion according to by internal-combustion engine rotational speed (NE) and throttle opening (TH)
Substantially fuel injection mapping graph (33) of material emitted dose, is calculated and is supplied to the internal combustion engine (E) using Fuelinjection nozzle (22)
Substantially fuel emitted dose (T0)；
Air fuel ratio correction coefficient calculated unit (35), the air-fuel ratio which is detected with the air-fuel ratio sensor (32) correspondingly,
It is determined that the air fuel ratio correction coefficient (KO2) that substantially fuel emitted dose (T0) in feedback control is corrected, described anti-
Feedback control is what is performed in the way of obtaining desired air-fuel ratio in feedback areas；
Fuel injection amount calculated unit (37), which uses basic emitted dose mapping graph (33) and the air fuel ratio correction coefficient
(KO2) calculate fuel injection amount；And
Fuel system abnormity diagnosis unit (35), which detects the exception of fuel system according to air fuel ratio correction coefficient (KO2),
The fuel supply system of the internal combustion engine is characterised by which possesses：
Value of calculation calculated unit (71), which calculates value of calculation (KNSM, KO2ST) according to air fuel ratio correction coefficient (KO2)；With
And
Feed back outer map-correction unit (62), its value of calculation (KNSM, KO2ST) more than the 1st threshold value (L1) situation
Under, substantially fuel emitted dose mapping graph (33) applied outside feedback areas is corrected,
Fuel system abnormity diagnosis unit (35) are in the value of calculation (KNSM, KO2ST) more than than the 1st threshold value (L1)
In the case of the 2nd big threshold value (L2), the exception of fuel system is detected.
2. the fuel supply system of internal combustion engine according to claim 1, it is characterised in that
Described value of calculation (KNSM, KO2ST) is the learning value (KNSM) that calculated according to air fuel ratio correction coefficient (KO2) and examines
Disconnected value (KO2ST),
Outer map-correction unit (62) of the feedback in the case where the learning value (KNSM) is more than the 1st threshold value (L1), school
Substantially fuel emitted dose mapping graph (33) just applied outside feedback areas,
Fuel system abnormity diagnosis unit (35) are in the diagnostic value (KO2ST) more than bigger than the 1st threshold value (L1)
In the case of 2nd threshold value (L2), the exception of fuel system is detected.
3. the fuel supply system of internal combustion engine according to claim 1 and 2, it is characterised in that
The study of the air fuel ratio correction coefficient (KO2) that the correction outside the feedback areas is obtained in being used in the feedback control
Value (KNSM) is come what is performed.
4. the fuel supply system of internal combustion engine according to claim 3, it is characterised in that
Multiple learning region (A1～A6) for being specified by the internal-combustion engine rotational speed (NE) and throttle opening (TH) are calculated respectively
Go out the learning value (KNSM),
The learning value that correction outside the feedback areas is calculated in being used in the learning region (A1～A6) being adjacent
(KNSM) performing.
5. the fuel supply system of the internal combustion engine according to claim 3 or 4, it is characterised in that
With predetermined basic air fuel ratio correction coefficient (KO2-B),
Correction outside the feedback areas is meansigma methodss and the basic air fuel ratio correction system using the learning value (KNSM)
The difference of number (KO2-B) is performing.
6. the fuel supply system of internal combustion engine according to claim 5, it is characterised in that
It is chemically correct fuel that substantially fuel injection mapping graph (33) in the feedback control is configured to air-fuel ratio,
It is partial to dense in being configured to than the feedback control in basic emitted dose mapping graph (33) applied outside the feedback areas
Thick side.
7. the fuel supply system of the internal combustion engine according to any one in claim 1 to 6, it is characterised in that
Institute is calculated by the learning region (A1～A6) that the internal-combustion engine rotational speed (NE) and throttle opening (TH) determine for each
Diagnostic value (KO2ST) is stated,
The exception of fuel system is detected for learning region each described (A1～A6).
8. the fuel supply system of the internal combustion engine according to any one in claim 1 to 7, it is characterised in that
The instruction that the fuel supply system of the internal combustion engine possesses by lighting or flashing to report fuel system failure to occupant
Device (66),
Even if diagnostic value (KO2ST) exceedes the 1st threshold value (L1), the indicator (66) is not made to work yet,
When the diagnostic value exceedes the 2nd threshold value (L2), the indicator (66) is made to work.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2014/068839 WO2016009501A1 (en) | 2014-07-15 | 2014-07-15 | Internal-combustion-engine fuel supply system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106536902A true CN106536902A (en) | 2017-03-22 |
| CN106536902B CN106536902B (en) | 2019-06-11 |
Family
ID=55078022
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480080596.9A Active CN106536902B (en) | 2014-07-15 | 2014-07-15 | The fuel supply system of internal combustion engine |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP6181874B2 (en) |
| CN (1) | CN106536902B (en) |
| DE (1) | DE112014006814B4 (en) |
| WO (1) | WO2016009501A1 (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59136537A (en) * | 1983-01-24 | 1984-08-06 | Toyota Motor Corp | Method of controlling air-fuel ratio of internal-combustion engine |
| JPS6217335A (en) * | 1985-07-16 | 1987-01-26 | Mazda Motor Corp | Engine fuel injection controller |
| CN101326356A (en) * | 2005-12-08 | 2008-12-17 | 丰田自动车株式会社 | Air-fuel ratio control apparatus and method for an internal combustion engine |
| CN102140971A (en) * | 2010-01-28 | 2011-08-03 | 本田技研工业株式会社 | Learning control device of air-fuel ratio of internal combustion engine |
| CN102269068A (en) * | 2010-06-04 | 2011-12-07 | 本田技研工业株式会社 | Fuel injection control system |
| JP2013209945A (en) * | 2012-03-30 | 2013-10-10 | Honda Motor Co Ltd | Fuel injection control device of internal combustion engine |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11229932A (en) * | 1998-02-06 | 1999-08-24 | Mazda Motor Corp | Failure detector for fuel feeder |
| JP2014047758A (en) * | 2012-09-03 | 2014-03-17 | Honda Motor Co Ltd | Fuel injection control device of internal combustion engine |
-
2014
- 2014-07-15 DE DE112014006814.4T patent/DE112014006814B4/en active Active
- 2014-07-15 JP JP2016534024A patent/JP6181874B2/en active Active
- 2014-07-15 CN CN201480080596.9A patent/CN106536902B/en active Active
- 2014-07-15 WO PCT/JP2014/068839 patent/WO2016009501A1/en active Application Filing
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59136537A (en) * | 1983-01-24 | 1984-08-06 | Toyota Motor Corp | Method of controlling air-fuel ratio of internal-combustion engine |
| JPS6217335A (en) * | 1985-07-16 | 1987-01-26 | Mazda Motor Corp | Engine fuel injection controller |
| CN101326356A (en) * | 2005-12-08 | 2008-12-17 | 丰田自动车株式会社 | Air-fuel ratio control apparatus and method for an internal combustion engine |
| CN102140971A (en) * | 2010-01-28 | 2011-08-03 | 本田技研工业株式会社 | Learning control device of air-fuel ratio of internal combustion engine |
| CN102269068A (en) * | 2010-06-04 | 2011-12-07 | 本田技研工业株式会社 | Fuel injection control system |
| JP2013209945A (en) * | 2012-03-30 | 2013-10-10 | Honda Motor Co Ltd | Fuel injection control device of internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP6181874B2 (en) | 2017-08-16 |
| DE112014006814B4 (en) | 2023-12-07 |
| JPWO2016009501A1 (en) | 2017-04-27 |
| CN106536902B (en) | 2019-06-11 |
| WO2016009501A1 (en) | 2016-01-21 |
| DE112014006814T5 (en) | 2017-04-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5461569A (en) | Abnormality diagnostic system for internal combustion engines | |
| US6427670B2 (en) | Fuel gas feeding system | |
| JP2688674B2 (en) | Failure detection device and failure compensation device for fuel tank internal pressure sensor | |
| US7987039B2 (en) | Air-fuel ratio controller for internal combustion engine | |
| CN100356053C (en) | Failure diagnosis apparatus for evaporative fuel processing system | |
| CN104948323A (en) | Diagnosis device for fuel supply system | |
| FR2799236A1 (en) | PROCESS FOR DIAGNOSING ACTUATORS AND SENSORS FROM THE FORMATION OF THE MIXTURE FEEDING AN INTERNAL COMBUSTION ENGINE | |
| JPH0642415A (en) | Evaporation fuel processing device for internal combustion engine | |
| US8275535B2 (en) | Method for operating an internal combustion engine | |
| US7131321B2 (en) | Throttle system abnormality determination apparatus | |
| US8515602B2 (en) | Method and device for checking the function of an engine system | |
| US9239577B2 (en) | Method and device for carrying out an onboard diagnosis | |
| US20190040811A1 (en) | Failure detection apparatus for fuel systems of engine | |
| KR102216569B1 (en) | Method for diagnosing the operation of the purging of a canister | |
| US20210324814A1 (en) | Control Device and Diagnostic Method for Internal Combustion Engine | |
| CN106536902A (en) | Internal-combustion-engine fuel supply system | |
| JP2020094540A (en) | Evaporated fuel treatment device | |
| US10393000B2 (en) | Failure determination apparatus for oxygen concentration sensor | |
| KR102053363B1 (en) | Diagnosis Method For Ethanol Sensor Of Flexible Fuel Vehicle, And FFV Operated Thereby | |
| JP2007009849A (en) | Oil supply detection device of vehicle | |
| JP2011089457A (en) | Abnormality diagnosis device of alcohol concentration sensor | |
| JPH06235355A (en) | Trouble diagnosing device for evaporated fuel dispersion preventing device of internal combustion engine | |
| JP2001082261A (en) | Abnormality diagnostic apparatus for evaporated fuel discharge preventing apparatus | |
| JP2019035352A (en) | Bi-fuel engine | |
| CN108457759A (en) | Internal combustion engine Term Learning value controls |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |